Europa-Archive.digest.vol-ag
October 28, 1996 - December 27, 1996
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
>IF this TIG welding Mod is required, which in my case will have to be
done
in situ, can the inspectors out there tell me if this has to carried out
by
a licensed aircraft welder?<
And if any one has got a costing I'm sure Europa (as well as the rest of
us) would like to know. Or maybe they do, since the lucky ones who can
return their frames "only have to return them and pay BOTH postage TO
and FROM the factory". Times must be getting very hard!
--
Rolph Muller
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Transponder Aerials |
In message <961028013310_72770.552_HHS62-5(at)CompuServe.COM>, "Robert L.
Nuckolls, III" <72770.552(at)compuserve.com> writes
>What's the "welding" about? Surely nothing to do with your transponder
>antenna installation. The antenna you describe sounds like the small
>"shark-fin" shaped antenna which is electrically and operationally
>interchangeable with the 2.6" tall mono-pole antenna. Either antenna
>should be mounted either (1) on a the largest possible metalic area
>on the underside of a metal airplane or (2) mounted in the center
>of a 5.2" diameter disk of aluminum, brass or copper for composite
>aircraft and glassed into the belly structure of the fuselage.
Bob,
I'm sure you will by now know what the welding is about!
The antenna is actually one designed to be used without a ground plane -
page 329 of the Aircraft Spruce catalog.
Best regards
--
Rolph Muller
________________________________________________________________________________
| From: | Gordon Lean <100557.3426(at)compuserve.com> |
Re the protocol for GPS, most OEM's are now making them with a serial data
interface known as NMEA 0183 (a US marine interface employing RS232 levels).
This is compatable with your computer serial port set to 4800 Baud but the
plugs on GPS's are all different and the manufacturers leads can cost many LLs.
BUT...............
The NMEA standard offers many ways to package the data in sentences and not all
OEM's use the same sentences to operate their gear. The very latest sub
assemblies from the US also now contain proprietry sentences to enhance the
possibility of products using the NMEA sentences and these will only work with
one manufacturer's software.
The answer is to try before you buy, although most moving map products will work
with most NMEA ported handhelds. Specialist Aviation suppliers (like RD
Aviation) do know which bit works with what and can advise you of any pitfalls
particularly rearding interfacing to VARIOs and other devices needing waypoint
info.
Gordon Lean
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: ALL/Amine Blush |
> "Your question about the accuracy of mix with Ampreg 20 has raised a debate
> within our company. This is not the first time this qiestion has come to
> light, but it has never been as fully explored in the past.
> I am sorry to inform you that the current consensus is that the accuracy we
> have been recommending to people in the past is not sufficiently strict, and
> that it should be tightened to 1% of the total mix.
OK, Hands up all those people who have been building to a 1% accuracy on resin
mix!
I would strongly suggest that the balance design (which the majority of builders
use)
can't get to within 1% accuracy due to friction on the bearing. Does this mean
that all of the Europa's being built
with just a balance are going to have problems?
What about all of those builders who don't see this email (the majority)?
I note that SP's reply is a "concensus". Surely this is something that should have
been
scientifically tested and not left to concensus opinion.
Did you ask them what the effect would be if you didn't build to this accuracy
???
Have they tested what happens if you "only" build to 5% ???
Not that I am being critical it is just that I have had an interesting weekend
being paraoid about resin.
For some reason all of my test samples
started to go off very quickly with some evidence of exotherming whereas beofre
all of my samples have turned
out nicely.
I checked my pump to ensure it was accurate, checked the temperatures and checked
the humidity. The only difference
is that now that the weather has warmed up I am actually building in a _lower_
ambient
temperature (21-22c, 60% humidity) rather than heating up the room though I have
the resin pre warmed to 25c
in my resin cupboard.
On the actual build (stabilator closeout) the resin is retaining its normal work
period so this early exotherm
in my ice cube tray is a bit puzzling.
Tony
#272
--------------------------------------------------------
Date: 10/29/96
Time: 08:38:11 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | Sheet/ Manual Indexes |
Gidday all,
Our recently circulated Mod Sheet in my humble opinion was sadly lacking a
simple key. Any agreement??????
Also, our manuals need a master index where if you want to file a
cross-reference, or annotate a note in the brakes section to read the latest
Newsletter, you can look up Brakes and turn straight to it. This example
actually suggests more a Chapter index, however a true index could take you
straight to the brake caliper page for example. It seems that Europa has
built the manual to satisfy their needs. Well thats fine except at the end
of the day, we are the ones that use it. As such if we feel it is
inadaquate, we need to let them know. I understand Europa are looking into
the manual issue, but Rogers recent support for his Table of Contents, which
I actually missed as it was on the front page and so small, suggests again
that they may think what they currently have is adaquate.
If you agree that a master index is required, may I suggest you post a
message here to that effect. Roger and Europa read them now as most of us
are aware.
Regards
Tony Renshaw
Builder No.236
The Aussie Connection
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Mod Sheet/ Manual Indexes |
An excellent idea.
Having searched through the manual several times looking for where to actually
put the modification
sheets when we receive them I strongly support the concept of an good master index.
I also add pointers to the tips
published in the newsletters into my master manual so that I can reference them
during the build process and an index
would certainly help here.
Tony
> Gidday all,
>
> Our recently circulated Mod Sheet in my humble opinion was sadly lacking a
> simple key. Any agreement??????
> Also, our manuals need a master index where if you want to file a
> cross-reference, or annotate a note in the brakes section to read the latest
> Newsletter, you can look up Brakes and turn straight to it. This example
> actually suggests more a Chapter index, however a true index could take you
> straight to the brake caliper page for example. It seems that Europa has
> built the manual to satisfy their needs. Well thats fine except at the end
> of the day, we are the ones that use it. As such if we feel it is
> inadaquate, we need to let them know. I understand Europa are looking into
> the manual issue, but Rogers recent support for his Table of Contents, which
> I actually missed as it was on the front page and so small, suggests again
> that they may think what they currently have is adaquate.
> If you agree that a master index is required, may I suggest you post a
> message here to that effect. Roger and Europa read them now as most of us
> are aware.
>
> Regards
> Tony Renshaw
> Builder No.236
> The Aussie Connection
>
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 10/29/96
Time: 11:57:28 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Spinner wooblies |
till I'm blue in the face and gotten it to within 1/16 or less turning by hand
but the darn thing still wobbles. I'm sure yours runs perfect, so how did you
do it?
Gave up and made a new back plate, 2 in fact. The first just had a ply of carbon
fibre BID vac bagged to front and back. That helped a bit. Then I turned up a
steel mould with a double cone section and a centre hole exactly the size of the
central boss on the Rotax. The backplate is a single ply of carbon between 2
plies of glass and it's rigid and dead true. Not quite so easy to idealise the
front bulkhead. I made a foam double cone about 1/2" deep, bonded it to the
front of the old jelly front plate and put a single ply of glass BID on it.
Rigid enough. Centering was not so easy. I may make a mould for the front if
enough interest. The problem is that with different prop thickness the front
plate is a different diameter.
One way to center might be to make the front plate small, put flox on the rim,
fit the spinner (waxed) center it by turning the engine by hand, ( with oil in
the engine, plugs out ) then let it cure. You will, of course find that the
spinner itself isn't quite true. Ah well, never mind, it was worth a try.
Seriously though, you will get some vibration with an of true spinner and it
will eventually wind you up. The degraded laminar flow will cost you a knot or
three.
I can make backplates for L55 plus shipping.
One further thought, don't forget that glass or carbon backplates will compress
slightly under the heat and pressure that exists on the end of the crankshaft.
Epoxy more than polyester I suspect. You need to check your prop bolt torque
periodically just like you would with a wooden prop.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
IF this TIG welding Mod is required, which in my case will have to be
done in situ, can the inspectors out there tell me if this has to carried out
by a licensed aircraft welder?<
Yes. I can recommend Pete Evans, who is a real expert and a good drinking mate.
He flies too, unlike most licensed welders.
Try 0973829 329 or Dukeries Engineering at 01909 481802 and ask for Pete.
Graham
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | Re: ALL/Amine Blush |
For what it's worth:
As long as you use separate _and_identical_ containers (or get an
accurate tare weight for each), when calibrating a ratio pump you can
pump out relatively large amounts (several hundred gm) of each component
in order to acheive sub-percent resolution even with scales that resolve
only to the nearest gram.
I crosschecked my pump by filling glass graduates calibrated to 0.2 cc
and found that, indeed, Aeropoxy's 27:100 weight spec works out to 3:1 by
volume.
________________________________________________________________________________
| Subject: | Re: Where goes the energy now? |
>This mail has been composed after consultation with a number of builders
>who have been waiting in vain for some days to see reactions to the "Main
>Gear" letter, mod no. ??. Is it shock, resignation, or apathy ? The
>mods.in this area have been getting more severe each time at significant
>expense to the factory and the builders in terms of both effort and cash.
>In the beginning the bungy block, (a re-usable energy absorber) seemed
>like a good idea until it turned out that in returning the energy, it
>bounced the aircraft (quickie-wise) back into the air. Is this why it has
>never be used before ? Although I have driven an American car with piston
>mounted bumpers, modern car protection is based on crumple zones as near
>the accident as possible, not on springy systems. Introduction of stops
>increases the load transfer when they are reached, and a hydraulic damper
>(returning the energy progressively) was apparenty is not sufficiently
>large in the space available to do the job. The various mods to the frame
>and its stops have resulted in isolated case(s) of buckling which means
>we have an inbuilt crumple zone which might be a bit too weak.
>Unfortunately in the absence of recorded data from these instances, the
>actual load to which it has been subjected is not known. Quite rightly
>the factory set out to remove this doubt with drop tests, which seem to
>have shown that it has to be a very abnormal load to damage the frame,
>but nevertheless have offered more strengthing to prevent it. But is this
>the correct thing to do ? Leaving aside the difficulty and/or expense and
>delay of doing the latest mod. to complete or near-completer aircraft, it
>will certainly increase the possibility of passing more load beyond the
>frame into the tunnel/fuselage. The tests carried out with the frame
>only, cannot tell us where the buck(le) stops now. So please can the
>factory repeat this test with at least a dummy tunnel and bulkhead in
>place if not a real fuselage, before we do this mod. only to find that
>the next time the fuselage collapses. If a problem is then found, a
>number of suggestions are available, such as removing the block assembly
>and replacing it with two or more hydraulic dampers as used by many
>conventional undercarriages, motor cycle forks etc.
>
>gemin
>
>
The fact that making the landing gear frame stronger means that the
fuselage will see higher stresses has not been ignored here at Europa. The
frame will fail before the structure, but not in the manner as before. It
appears that variables in overcentre geometry of LG08 and the shock
absorber, torque effects of the LG03 bearings on the lower pivot tube due to
differences in bearing tightness from aircraft to aircraft, and the shock
absorber limit stop, were all factors as to why some aircraft suffered
damage and others didn't.
Catering for these variables without going overboard on strength has
resulted in the Mod now required to the L.G. frame.
The failure mode has changed, as one would expect, but to a more easily
identifiable part of the mechanism, which is also easier to replace than the
entire frame.
You will note, from the Mod sheet which will accompany the parts you will
receive shortly, that the stops will be removed from the shock abosrber, and
a shim of rubber inserted instead.
Regards
Andy
>
________________________________________________________________________________
| Subject: | Re: ALL/Amine Blush |
As you point out, your discussion with SP Systems indicate that the accuracy
they have been recommending to people in the past is not sufficiently strict
and should be tightened to 1% of the total mix...."
My advice from SP Systems had been that a tolerance on the hardener of no
more than +/- 5% would be acceptable. In other words, assuming that your
resin is 100 parts, your hardener may be 25 parts +/- 1.25 parts. This is
achievable using electronic scales with 2 gram increments provided no less
than 96 grams of resin is used. In this case you could end up with between
95 and 97 grams of resin and between 23 and 25 grams of hardener. With
each component at opposite extremes the max. error of hardener is 5%.
Since your e-mail on the subject I again contacted SP Systems and the story
this time as that a 3& error is the accepted norm. It was expressed as +/-
1 part of resin and +/- 1/2 part of hardener, based on 100 parts of resin
and 25 parts of hardener.
I think it is obvious to all of us that the more accurate an epoxy mix is
made the higher the strength that will be achieved.
Using your scales will require you to make mixes with at least a quantity of
84 grams of resin and 21 of hardener. To achieve better than 1% accuracy
your smallest mix must be in excess of 240 grams of hardener.
To be able to mix smaller batches with the accuracy you are aiming for you
should use a ratio balance such as that shown in the build manual.
Regards
Andy
>Gidday,
>
>I've spent a bit of time talking to SP Systems about Amine Blush and mix
>ratios. I'll talk about each in turn:
>AMINE BLUSH
>Quote: "Amine Blush which you mention in your letter we call Amine
>Bi-Product but it is the same thing. The Amines in the epoxy hardener will
>react with any moisture in the atmosphere as the epoxy cures. This will only
>occur after the epoxy has started to gel and will continue until a
>reasonable state of cure has been reached.
>This bi-product feels greasy or sticky dependant on the system and the
>amount of moisture in the atmosphere. The slower the hardener the longer the
>epoxy has to react wiht the moisture. I WOULD SUGGEST THAT ALL THE AMPREG 20
>HARDENER YOU ARE USING PRODUCES BI-PRODUCT TO A GREATER OR LESSER DEGREE BUT
>THE SLOW HARDENER PRODUCES THAT UCH MORE SO IT IS MORE EASILY DETECTED
>Without curing the epoxy under a vacuum or in a laboratory whth zero
>humidity there are only two ways of overcoming the productionof bi-product.
>1. Use a Peel Ply which a Nylon 66 woven material which is Silicon Free.
>This is applied to the surface of the laminate and 'wetted out' whth the
>epoxy system used.The laminate is then left to cure as normal. When the next
>stage in the laminating /coating is to be carried out, the peel ply is
>pulled from the surface. This leaves a perfectly prepared surface for
>secondary bonding or coating as the bi-product which forms is removed on the
>top surface of the peel ply.
>2. The second is to wet sand the surface after the epoxy has cured, as the
>bi-produce is water soluble, please note that dry sanding only clogs the
>paper and smears the bi-product across the surface but does not remove it.
>THIS BI-PRODUCT MUST BE REMOVED BEFORE THE NEXT COAT OR LAMINATE LAYER IS
>APPLIED AS ADHESION TO THE PREVIOUS COATING/LAYER WILL BE GREATLY EFFECTED.
>
>I later asked him about using vinegar to wash down the surface,prompted by
>other e-mails where it has come up as an option. He explains:
>
>"As to your question over why some people are using vinegar,the reason for
>this is that if the bi-product is left for any length of time it bakes onto
>the surface and can be very hard to remove. Then it is some time necessary
>to a 50/50 mix of vinegar and water. The vinegar is a mild acid which in
>conjunction with a 'scotch Brite' pad will remove even baked on material. If
>the bi-product is not left for any time, it will not be necessary to use the
>50/50 mix but only water.
>
>Thats it! As a comment, there has been extensive dialogue about using Peel
>Ply over the entire surface. The general consensus is DON'T DO IT!! Read
>your Aircraft Spruce and Specialty Catalogue, read previous posted messages,
>speak to Graham Singleton etc.So that only leaves the washdown option. You
>may well ask why this isn't included in our manuals (or at least I don't
>think it is). The a/c no doubt has it's composite design to achieve Ivan's
>goals, and no doubt it does. At the same time,SP have suggested a treatment
>to the surface prior to filling and painting. I know what I will be doing!
>
>RESIN MIX RATIOS
>My other topic Ratio mixing is prompted because I have purchased a set of
>electronic scales accurate to 1/2 gram i.e. in 1 gram readout
>increments.What follows is SP Systems response on the required accuracy of
>mixes required by them. I should add that I made simultaneous enquiries to
>Europa regarding mix ratios,whilst organising the purchase and shipment of
>my wing and fuselage kits. Europa say a maximum of 5%! Does anyone remember
>what I said once about "Believe nothing because a wise man said it" etc
>etc.!!!!Don't stop asking questions! Anyway SP's next response follows to my
>questioning about ratios:
>"Your question about the accuracy of mix with Ampreg 20 has raised a debate
>within our company. This is not the first time this qiestion has come to
>light, but it has never been as fully explored in the past.
>I am sorry to inform you that the current consensus is that the accuracy we
>have been recommending to people in the past is not sufficiently strict, and
>that it should be tightened to 1% of the total mix.This will mean that your
>current scales are sufficient for 100 gram mixed but are not for 50 gram.
>I am sorry that we can not recommend or guarantee that any of our products,
>when mix ( with or without an error in measurement) can be used for a
>specific application without carrying out trials under the same conditions.
>Re Resin Pumps he says:
>"I believe the other measuring device you mention is supplied by a company
>in the US called J&B Products. If this is the case we have a sample which is
>currently inder going trials, but as yet we do not gave a accuracy figure
>which we could give you".
>
>There is more talk to SP coming re postcuring. I have it on good authority
>( an airlines fibreglass workshop staff), that postcuring needs to be done
>in an exact way to maintain stability of the polymers, especially with
>regard to how the piece is brought back to ambient i.e. the temperature drop
>needs to be certainly controlled. This would suggest a more professional
>method of oven design, but I'll reserve my judgement till I know more, and
>I'll post it,hopefully more succinctly..
>
>Regards
>Tony Renshaw
>Builder No.236
>The Aussie Connection
>
>
________________________________________________________________________________
| Subject: | Re: Gear Mods/Ivans Letter |
>Time for an expression of concern - and a moan - first real moan I think
>- primarily caused by Ivans letter of 22nd October which did not seem to
>be written with his usual diplomacy(?). To quote loosely " we pulled
>OTI into the workshop, simply removed - whole operation took one day"
>I'm sure it did - trouble is I'm a me not a we and the workshop has been
>given over to another project. I reckon on between one to two weeks. So
>that's the moan.
>The concern however is this. None of Europa's tests apparently caused
>failure even at "reserve energy". The cause of the "few" failures would
>therefore not seem to have been established (how many is "few" ? - there
>are only a "few" flying). How much confidence is there that the
>mandatory modifications will eliminate what appears to be a problem of
>undefined magnitude with an indeterminate cause?
>I'd appreciate it, ifwhoever is reading this at Europa would pass a copy
>of this (forget the moan by all means) on to Ivan for his comments.
>--
>Rolph Muller
>
There have been two cases of landing gear frames breaking and one of a
partial failure. There are three further reports of frames with cracks in
them. In one other case, cracks were reported but have since been found to
be in the coating only.
When we say that none of our test frames failed even at reserve energy,
this means no catastrophic failures. The frames were certainly damaged, but
had they been on aircraft you'd still have your prop in one piece.
Our comprehensive testing has left us with the confidence that we will be
able to determine whether or not an aircraft has experienced an excessively
heavy landing as defined by JAR-VLA, by inspection of certain parts which
will indicate the severity of a landing.
Regards
Andy
>
________________________________________________________________________________
| Subject: | Re: Energy / Landing Gear Frame |
>In response to Graham Clarke and Rolph Muller's messages showing concern
>about the latest landing gear frame problem, I too am extremly concerned we
>are beefing up the frame and transfering the potential problem to the
>fuselage stucture.
>As it is at the moment, if the frame does collapse, it can be replaced.
>
>Europa have flown YURO, ELSA and others, as have other builders from all
>kinds of surfaces without any problems as far as we are told and I suspect
>the problem is not with the aircraft but with those flying them. When the
>gear has collapsed, that particular landing MAY not have been heavy but
>what about the ones that have gone before. I think some soul searching from
>those builders who are now flying may be in order and hopefully the
>factory, with HONEST inputs from those who have experienced problems, will
>then be in a position to decide on what Mod if any really is required. The
>landing gear frame will be easier to change than the whole tunnel
>structure!!
>
>I have not flown my Europa yet so cannot judge from experience, but the
>tests on the gear frame that have been carried out before this problem
>seems adequate to me. If your landings are exceeding the limits of these
>previous tests, thus bending/breaking the gear frame, I would consider them
>as CRASHES not landings! This must be a pilot problem NOT an aircraft
>problem. Judgeing rate of descent at touch down is a PILOT skill.
>
>IF this TIG welding Mod is required, which in my case will have to be done
>in situ, can the inspectors out there tell me if this has to carried out by
>a licensed aircraft welder?
>
>David Barraclough
>Builder 13, G-BVLH
>
It is not required that a CAA licensed welder carry out the welding to your
landing gear frame. Use a welder with TIG experience, and who is approved
by an engineering company with ISO 5750 or 9000 or the Gas Board. In other
words don't just use someone who just knows how to use a TIG welding unit.
Once you know the credentials of your chosen welder, contact the PFA if you
are still in doubt.
Regards
Andy
________________________________________________________________________________
| From: | Dept of Textiles <Isaac.Porat(at)umist.ac.uk> |
You can find a lot of good material on GPS in
http://sundae.triumf.ca/pub/peter/index.html
Regards
Isaac Porat
Builder No 35
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Where goes the energy now? |
As a rider to Graham C`s posting, I would ask wether the drop tests also
consider torsional loads generated by landing at a crab angle. JAR-VLA doesn`t
require this in the "deemed to satisfy" drop test, but neither does JAR
specifically recognise the type of U/C that the Europa has. Okay, the design may
not have to allow for all poor piloting techniqes acting simultaneously, but if
the landing is sufficiently bodged to be heavy then theres a good chance of some
sideways component too (with a force of upto 0.83 of the landing force??). This
may be a Red Herring, but has it been considered?
On a more positive note, when I built a Kitfox some years ago I used to dread a
letter arriving from the Agent (never got anything off the factory) with details
of the next required mod., normally at my expense. The last major Kitfox mod.
resulted in grounding for a few months and a longish wrangle with the factory to
provide the necessary hardware. I am happy that the Europa has not reached that
stage, added to which Europa model nos. 1 to 5 have been incorporated into one
product. I could mention other kitplanes where mods. are introduced requiring
major revision or binning of completed components.
There`s a parallel here with our Construction Industry where in the UK
modifications and updates tend to get incorporated to the structure rather than
building yesterday`s model today in order to be able to sell today`s model
tomorrow. At least that`s the reason the UK takes longer to build things.
I doubt whether the above reflects the current mood however!
Rgds. Duncan McFadyean. No 175.
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: ALL/Amine Blush |
I had got the same impression too that SP were arriving at decisions by
consensus rather than by design. The question seems to be age-old and
extensively debated elsewhere, but you would have thought that it would have
been addressed by measurement.
By comparison, when I asked a similar question of CIBA about Redux I was told
that 5% made no significant difference to the mechanical properties. EXCEPT for
aviation use where no tolerance is specified! Does this mean that 0% error is
unsuitable too?
Maybe its more likely the triumph of the legal profession over the engineering
profession.
Rgds. Duncan McFadyean
________________________________________________________________________________
| From: | Singam <J.Singam(at)herts.ac.uk> |
Dera Sir,
I would like some info on u're products.
Do u have any products used for a cat door flap???
Thank you.
Yours sincerely,
Jenuka Singam
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
Reference the previous communication regarding flaps or was it doors !
Is somebody taking the pi** ?
cats presumably !
I cannot believe you are serious.
________________________________________________________________________________
| From: | "Kerry Lamb" <kerrylamb(at)worldnet.att.net> |
Now there is an item that is sure to generate a great controversy.
Whether or not to include a cat door flap on my EuropaI may have to
rethink this, after all kitty may want to take a stroll on the wing while I
am on a long flight - just to stretch his legs and get a bit of air.
Ian may just have to issue a required mod!
Kerry
;-)
----------
> From: Singam <J.Singam(at)herts.ac.uk>
> Subject: door locks
> Date: Tuesday, October 29, 1996 2:06 PM
>
>
> Dera Sir,
> I would like some info on u're products.
> Do u have any products used for a cat door flap???
>
> Thank you.
>
> Yours sincerely,
> Jenuka Singam
________________________________________________________________________________
| From: | jerry <jerry(at)flyinghi.demon.co.uk> |
Please note that our web pages have been re-vamped.
Also note that the strengthening pound means Arplast propeller are less
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For example the In Flight variable pitch model is down to 1525 pounds + VAT.
Includes blades.
The site is best viewed with IE 3.0
Jerry
**************** FlyingHi - Wish I was ****************
>>>>UK distributor for Arplast Composite propellers<<<<
>>>>>>> http://www.avnet.co.uk/touchdown <<<<<<<<
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
Contact Graham Clarke. I believe that he has a cat flap planned for
his Europa so that he can drop moggy from a great height after what the it did
to
his wing.
Tony
> ----------
> > From: Singam <J.Singam(at)herts.ac.uk>
> > Subject: door locks
> > Date: Tuesday, October 29, 1996 2:06 PM
> >
> >
> > Dera Sir,
> > I would like some info on u're products.
> > Do u have any products used for a cat door flap???
> >
> > Thank you.
> >
> > Yours sincerely,
> > Jenuka Singam
> > _______________________________
--------------------------------------------------------
Date: 10/31/96
Time: 08:26:33 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
| Subject: | ew it - any help out there |
Well, living in the middle of the United States, Indiana, you would think
that if i was going to order David Eaves video of the Staverton Users Group
meeting that I would order it in NTSC format for US systems. I didn't -
ordered it in European PAL format because I was cheap and had a source to
get it copied. To make a long story short, the source is no longer available.
Are there any Europa enthusiasts in the United States that have access to PAL
and NTSC VCRs and would like to view the Staverton video while it is copying
to an NTSC VHS tape that I can view?
David - if I can't find a source to copy the tape I will be calling you
shortly.
Saving those pennies :-(
Steve Eberhart
newtech(at)newtech.com
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
Re the great Cat Door controversy:
1.) If nothing else, I've had to implement fairly rigid cat door
discipline here at the shop to avoid excess fur being laminated into the
layups (to say nothing of little resin cat footprints elsewhere in the
house).
2.) Perhaps it's because you Brits apparently lead the world in cat
flap technology (as opposed, for example, to Fowler flap, etc.). A few
years ago, while living in the mountains of California, we had a big
problem with raccoons entering the house at night, via the cat flap, to
raid the feeding dishes and make a mess generally.
The solution came from a Wolverhampton firm rejoicing in the name
"Impurrvious to Trespussers:" a bionic cat flap that can discriminate
between your prized moggy and other animals, whether raccoons or simply
unwanted neighborhood tomcats. A pickup coil in the doorframe senses the
approach of desired cats, who wear a little magnet on their collar, and
powers up a solenoid to withdraw the locking pin.
What this might have to do with aviation, I haven't the foggiest
(although in foggy weather one can resort to the time-honored "cat and
duck" system of istrument flying, q.v.), but perhaps it'll help the
gentleman looking for cat flap information.
And with this pointless waste of everyone's time and bandwidth,
perhaps we can put the whole "flap" to rest...
________________________________________________________________________________
| From: | Soeren_Laursen(at)olicom.dk |
| Subject: | to building material info. |
FYI
This has absolutely nothing to do with cats or other furred beings,
I'm afraid :)
Try visit the site:
homepages.enterprise.net/aeolus/index.html
You will find a very neat description of building materials for
homebuilts.
Regards Soeren Laursen
________________________________________________________________________________
| From: | whittink(at)cadvision.com (ken whittington) |
| Subject: | Re: I blew it - any help out there |
>Well, living in the middle of the United States, Indiana, you would think
>that if i was going to order David Eaves video of the Staverton Users Group
>meeting that I would order it in NTSC format for US systems. I didn't -
>ordered it in European PAL format because I was cheap and had a source to
>get it copied. To make a long story short, the source is no longer available.
>Are there any Europa enthusiasts in the United States that have access to PAL
>and NTSC VCRs and would like to view the Staverton video while it is copying
>to an NTSC VHS tape that I can view?
>
>David - if I can't find a source to copy the tape I will be calling you
>shortly.
>
>
>Saving those pennies :-(
>
>Steve Eberhart
>newtech(at)newtech.com
>
> hi steve:
i am builder #95 and i have the equipement available to convert your
tapes to the required format. you can contact me direct if you would
like to procede.
regards
ken whittington
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
Sorry to bring up this subject again, but have only just caught up on
the e-mail of this week.
Dave and I have already started the arduous task of installing the said
flap into the fuselage - after all it will be so handy on long trips
when a 'little john or lady j' is not available, (now you know why it's
always raining in UK). Or of course it's secondary use as a flour
bombing door.
Margaret & Dave Watson G-CUTY #224
________________________________________________________________________________
| From: | "Denys.Gover" <Denys.Gover(at)aph.gov.au> |
Peter Lert wrote:
>
> Re the great Cat Door controversy:
> (snip)
I thought the use of a cat in an aircraft was for backup AH. Have you not heard
that you stick the cat on the
dash (with velco on the paws of course) and as the cat will always remain upright
if your AH does topple just
look at the cat to correct your attitude, Simple. ;-)
Regards Denys Gover
(no plane no gain)
________________________________________________________________________________
| From: | "Kerry Lamb" <kerrylamb(at)worldnet.att.net> |
no, no...you suspend them with string for fore and aft as well is left
right information. This also keeps them from taking a snooz on the dash
(like the one currently catching 40 in my lap)
Kerry
----------
> From: Denys.Gover <Denys.Gover(at)aph.gov.au>
> Subject: Re: door locks
> Date: Thursday, October 31, 1996 5:37 PM
>
> Peter Lert wrote:
> >
> > Re the great Cat Door controversy:
> > (snip)
>
> I thought the use of a cat in an aircraft was for backup AH. Have you not
heard that you stick the cat on the
> dash (with velco on the paws of course) and as the cat will always remain
upright if your AH does topple just
> look at the cat to correct your attitude, Simple. ;-)
>
> Regards Denys Gover
>
> (no plane no gain)
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
My cat is only interested in inspection. Fur-thermore, he hasn't the guts
for flying and would kick up a racket.
A "universal aperture" in aeroplanes would be very useful. Apart from the
applications mentioned (cats, flour, unmentionable fluids), there is
photography, video, sensors for ground proximity (string, white sticks),
fire dousing (very small fires), and looking for the aircraft you are
about to descend upon (remember the two Chipmunks which landed locked in
a compromising position unharmed ?)
gemin
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>>A "universal aperture" in aeroplanes would be very useful.<<
Do you remember Drift Gauges? A very simple device, you looked through the floor
of your aeroplane at the ground, or sea, the direction the surface appeared to
be moving with respect to the centre line of the aircraft told you the drift
angle.
Gr aham
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Mod 37, undercarriage |
Andy replied about this few days ago, and I have been waiting for the
parts to see a bit more of what is involved.
<> Please what is the evidence for this ?
<>
Sorry Andy. I don't find this at all clear. If the frame won't fail which
is the identifiable part which will ? If you have tested one to failure
you must know it.
I feel aggrieved to be one of what must be a relatively small number of
builders who have to become involved in a clearly non-homebuild operation
at unknown cost, especially as those who have not put the frame in will
only have to post it to get it done for free.
The instructions which have now arrived are hardly encouraging for those
of us with nearly completed aeroplanes. e.g. people on hand with fire
extinguishers, wet rags, removal of upholstery, Coldfront barrier paste
(whatever that is) and so on. I doubt if the exhaust system can be
removed without sawing it off now that is has been wrapped, sprayed and
heat soaked solid. Who will pay for that? The factory has declined my
offer to trailer it to the factory.
Is a mandatory mod. on this scale of difficulty really justified on the
evidence ? and in view of
<>
.. surely these variables can be specified more closely to ensure the
aircraft are as the prototypes, indeed better, as we already have
additional strengthening.
gemin
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Mod 37, undercarriage |
In message , Graham Clarke
writes
>Is a mandatory mod. on this scale of difficulty really justified on the
>evidence ? and in view of
>
><absorber, torque effects of the LG03 bearings on the lower pivot tube due
>to differences in bearing tightness from aircraft to aircraft, and the
>shock absorber limit stop, were all factors as to why some aircraft
>suffered damage and others didn't.>>
>
>.. surely these variables can be specified more closely to ensure the
>aircraft are as the prototypes, indeed better, as we already have
>additional strengthening.
>
>gemin
>
>
I have to agree to sharing Grahams reservations on this one. The swift
shift from U bolts to welding does not inspire a great deal of
confidence - the former may not have been elegant, but if they worked
why change? I'm also damned sure my fire insurance will not cover this
work - and by now I have what many would consider a rather expensive
piece of kit ( 1:1 scale model?)
I certainly appreciate the information Andy provided on the number of
damaged frames and clearly something must be done, and welding is
preferable to extracting a broken frame or worse. I think I would have
to agree that Ivans' words " a few" is not quite an accurate description
of the problem. However the whole saga of the undercarriage does raise
some niggling doubts - V sections carved out of the "rubber" block,
Ivans plywood block addition (that was never issued as an official mod -
I did it, should I have?), an optional damper. At the end of the day,
only time may tell whether the mods will withstand average landings plus
the occasional worse than average from average pilots and indeed as Ivan
says " we all need to work together" he, because like most of us, no
doubt has a mortgage to pay and I because I have made a substantal
investment.
Rolph
--
Rolph Muller
________________________________________________________________________________
| From: | wwwynne(at)ayla.avnet.co.uk (W.Williams-Wynne) |
feet) climb and levels at 80 degrees flat out straight and level.
for a nice fat anticyclone so that I can get some more practice in.
see lots of you here.
Bill
Bill W-Wynne N52=B036.7' W004=B004.5' (N Wales) 01654 710101/2/3(fax)
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
On 2 Nov 1996, Graham Singleton wrote:
> >>A "universal aperture" in aeroplanes would be very useful.<<
>
> Do you remember Drift Gauges? A very simple device, you looked through the floor
> of your aeroplane at the ground, or sea, the direction the surface appeared to
> be moving with respect to the centre line of the aircraft told you the drift
> angle.
> Gr aham
>
Back in the days when I occasionally got to fly DC-3s and C-47s (Dakotas
to you Brits, of course) in Alaska, one of our aircraft still had a drift
meter. Since
this one had originally been a civilian ship, rather than a C-47, it
lacked the pukka navigator's position and drift meter mount. Instead,
our drift meter was mounted on a swinging arm back in the "blue room,"
where it could be locked into position peering straight down the karzy,
which in those days didn't bother with niceties like a holding tank.
Incidentally, we young copilots learned that if we were flying with a
particularly unpleasant captain, judicious application of right aileron
and left rudder to produce a forward slip could cause a local revesal of
airflow around the outlet from the WC. Timing was critical--about 30
seconds after the boss left the flight deck and headed back down the
aisle to use the facilities seemed about right.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Subaru Engine |
I know very little about the care and feeding of Subarus, but compared to the
Rotax 80 deg seems a bit cool. I note that the Subaru thermostat opens at 85 deg
and the specified coolant appears to be Ethylene Glycol, presumably 100% . (EA81
cars)
50/50 water / glycol cools better so I would have thought a higher temp would be
acceptable. In general the oil temp should be above 100deg to boil off the
condensation. Anyone else know anything? Reiner, are you out there?
Graham
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
| Subject: | Headset Kit - It Works! |
---------- Forwarded Message ----------
From: INTERNET:rv-list(at)matronics.com
DATE: 10/31/96 11:56 PM
> Just before Oshkosh this year, I saw an advertisement from a company called
> Headsets, Inc. that claimed I could "Add ANR (Active Noise Reduction) to
> your Headset for a Fraction of the Cost of a New Headset!" (The same ad is
> in the October "Sport Aviation" on page 30.) They sell the electronic
> circuitry that you install in your own headset.
>
> I had borrowed a Telex ANR headset from a friend a couple of years ago, and
> it really did cut down on the fatiguing low-frequency noise. It was a neat
> gadget, but was also about $450, and way too expensive for me.
>
> I had never heard anything (good or bad) about Headsets, Inc., but I called
> the 800 number and got a free information package. It had some good color
> photos of the kit, positive endorsements from "The Aviation Consumer",
> "Kitplanes", and "Western Flyer" magazines, and some technical specs
> including a frequency vs. attenuation chart. Most importantly, it had the
> price: $159 plus $7 shipping and handling!
>
> This sounded like a really good deal, which to my conservative mentality
> usually means LOOK OUT, YOU ARE ABOUT TO GET RIPPED OFF!!! However, I was
> feeling particularly bold one day, so I wrote them a check and crossed my
> fingers. A couple of weeks later, a box arrived at the house. Inside was a
> very good looking and complete kit with detailed instructions. It even had a
> roll of solder. So far, so good. After reading the instructions a few
> times, I took my trusty Flightcom 5DX headset to the workbench and started
> disemboweling it, wondering if I was really doing the right thing.
>
> The kit is very straightforward, but you need to be comfortable cutting,
> stripping, and soldering the very tiny wires that are in a headset. You
> will need a soldering iron with a fine point, or do like I did, and safety
> wire a piece of 1/8" steel rod to your soldering gun tip. (For $50,
> Headsets, Inc. will install the kit for you.) It took me about 3 hours to
> put everything together, but I was not in a hurry.
>
> The kit comes with a small battery box (for a 9v battery) with an on/off
> toggle switch. When I plugged the power cord in and turned it on, it
> actually worked! I had the radio on in the shop, and when I flipped the
> switch, the bass notes in the music virtually disappeared. The system is
> designed to counteract noise below 500 Hz. with a peak active attenuation of
> 15 dB at 200 Hz.
>
> OK, it works on the ground, but what about in the air, where it really
> counts? Yep, it works in real use. The Sonerai I fly has 4 short exhaust
> stacks that exit the bottom of the cowl cheeks. It is a lot noisier than an
> RV, and I usually wear earplugs under my headset, then turn the volume on
> the radio all the way up so I can hear it. Not any more! I can leave the
> earplugs out, and set the radio volume at a reasonable level.
>
> How does it compare to other (more expensive) ANR headsets? To give it the
> ultimate comparison, I borrowed a BOSE ANR headset ($1,000) from a very
> trusting friend and took both sets to our EAA chapter meeting, along with a
> tape recording of my lawn mower. Played at high volume, with your eyes
> closed, it's easy to imagine you are in my plane! We all took turns
> listening to the $1,000 BOSE headset, then to the $166 homebrew headset.
> The overall consensus was: The BOSE set is slightly quieter when turned off
> (passive attenuation only) and slightly more comfortable due to the extra
> squishy ear seals, but when powered up, both units are about the same,
> noisewise!
>
> OK, is there anything negative about the kit? Maybe. My Flightcom headset
> used to be stereo before I transmogrified it. Due to the way Flightcom
> grounds the seperate stereo channels, I had to convert it into a mono unit.
> This doesn't bother me, because I don't have a stereo in the plane. It may
> be a drawback for the more pampered pilots. Also, they claim that you must
> use gel-filled earseals. Dry or foam filled seals are not as airtight, and
> won't give good results. I bought some gel-filled seals from Acousticom
> (1-800-664-0534) for $12 a set.
>
> Sorry, this has gotten way too long, but if anyone has any questions, I'll
> be happy to ramble some more.
>
> Danny Kight
> kightdm(at)carol.net
Danny,
Nice piece! And not too long. Direct, to the point and enough
words to let people understand the significance of what you have
to share. I'm keeping this one on file and forwarding copies
to some of the other list-servers I participate on. Thanks for
helping us out!
Regards,
Bob . . .
AeroElectric Connection
////
(o o)
| |
| Go ahead, make my day . . . |
| Show me where I'm wrong. |
72770.552(at)compuserve.com
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Vin <V.P.Crabtree(at)bradford.ac.uk> |
| Subject: | x Parts Distributer? |
I send this in desperation; I am looking for a reliable supplier of Rotax
motorcycle parts in the UK, and understands that some Rotax engines end
up in homebuilt aircraft.
I would be greatful if anyone could direct me to such suppliers.
Thanks in advance, Vin.
+ Mr Vincent Crabtree, Final Yr UG at Bradford University, Studying +
+ Beng (Hons) in Electronics, Communication and Computing Engineering +
+ email v.p.crabtree@brad.ac.uk http://www.bradford.ac.uk/~vpcrabtr +
+ " The Avalanch has already started," +
________________________________________________________________________________
| From: | graeme(at)cobra.inect.co.za |
| Subject: | Re: ANR Headset Kit - It Works! |
Sounds very interesting post me an address
Graeme Nichol
...take a walk on the wild side babe...
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: Rotax Parts Distributer? |
In message , Vin writes
>I send this in desperation; I am looking for a reliable supplier of Rotax
>motorcycle parts in the UK, and understands that some Rotax engines end
>up in homebuilt aircraft.
>I would be greatful if anyone could direct me to such suppliers.
Cyclone Hovercraft Ltd of Burnside, Deppers Bridge, Leamington Spa CV33
0SU Tel: 01926 612188 and Fax: 01926 613781 are the UK distributors for
Rotaxes and parts.
For the Rotax engined BMW F series and Aprilia bikes you will need to
approach their own distributors as Cyclone only concern themselves with
aero and hovercraft type engines.
--
Graham E Laucht
________________________________________________________________________________
| From: | Eric Evers <evers(at)avnet.co.uk> |
| Subject: | Re: ANR Headset Kit - It Works! |
>Sounds very interesting post me an address
>Graeme Nichol
>...take a walk on the wild side babe...
I have had this 'expression' explained to me by a'streetwise' offspring.
If you know what it means, SAY NO MORE!
If you DO NOT I suggest you find out ASAP!
>
Eric Evers
________________________________________________________________________________
| From: | Mike Francis <101520.2660(at)compuserve.com> |
| Subject: | ing to take on unfinished Europa Project........ |
It's an unfortunate fact of life that circumstances change during the
course of a long-term project, as I've found out during the construction
of my nearly completed Suncruiser 32 ( a John Bennet designed Sports
Cruising boat).The fact is, I've been bitten by the flying bug, which has
completely sidelined everything.
I'm therefore looking to take on a Europa project, perhaps uncompleted,
and perhaps with some 'horse-trading' and/or just good hard cash
involved.
Around 35,000 (GBP) has been spent on the boat so far - I know I won't
recover anywhere near that, so will be interested to hear from
anyone about proposals, trades, what-have-you.
I'm situated in Christchurch, Dorset U.K. (about 10 minutes fom
Bournemouth airport). My Compuserve E-mail is Mike Francis 101520,2660.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Hi all. Bookings for the December semminar are coming along well so if
you want to be there please book NOW It just is not fair to the club
officers (who are themselves building Europas and wish to attend the talks)
to have to deal during the event with people who roll up late. In the past
one or two people have just literally gatecrashed the event, they will not
be allowed to do it again at the expense of those people who have paid to
attend.
David Eves, the guy who did the video of the last event is unable to cover
this one. That is a shame, particularly for the o/seas guys so if anyone
would like to have a stab at it would you please contact John Riddall at
01977 681632 to discuss the idea. You will not make a fortune but you will
help those people who cannot attend.
Also we would like to borrow a modest sound reinforcement system for the
quiter speakers if you have such a piece of kit and could bring it along,
again please ring John.
See y there Ron Swinden No 33
________________________________________________________________________________
| From: | markt(at)ayla.avnet.co.uk |
| Subject: | Re: Subaru Engine |
>Having spent some three months trying to cool down my Subaru-powered Europa
>down at Kemble (water temp was running 115-120 degrees at full tilt) the
>aerodynamycist suggested removing the front scoop. I am happy to report
>that water temp does not now exceed 85 degrees in a sustained (to 8,000
>feet) climb and levels at 80 degrees flat out straight and level.
>
>In passing, she flies like a dream and it only took a few hours with Martin
>Stoner (01666,504884 or 0802,630721) to get me off on my own. Now
>safely back home in Windy Wales I polish her lovingly every night and pray
>for a nice fat anticyclone so that I can get some more practice in.
>
>By the way the airfield here is temporarily closed as I work out how to
>lengthen it. I have been coming over the hedge a bit fast, because we tend
>to suffer from rotor, and the little lady seems to float forever! For your
>diaries the fly-in next year is on Saturday the 3rd August. I hope we'll
>see lots of you here.
>
Bill,
Great to see your happy letter at last. Can you give us any performance
figures for the Subaru? Cruise speed and fuel consumption in particular? I
imagine I am one of many who are hoping to make it to your fly-in NEXT YEAR
just a year or two later than expected! Incidentally, 3 August is a Sunday,
not Saturday. Aren't the Welsh in Church singing that day?
Best wishes and congratulations.
Mark Talbot G-BWCV
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Trailing Edge Closeouts |
I find one of the most awkward types of layup is trailing edge closeouts, 45
degree BID which stretches if you look at it and converging sides which get in
the way. This is the way I do it, after much trial and error.
Cut the strips of BID using a circular knife, Olfa or similar, then layout
carefully on top of clingfilm on the bench. Wet out all three plies then carry
the whole lot to the wing or whatever,( the cling film stops it stretching,) and
work into place with your fingers, cling film out, of course. Carefully peel off
the cling film and stipple all the air bubbles out to the edges with a 1" brush.
Most paintbrushes are a bit too soft so it pays to shorten them to maybe 3/4"
long bristles.
I can guarantee that this is the easiest way to get nice neat 45 degree layups,
without too much excess resin and in half the time. The 1/8" extra at the edges
will also be wetted out properly so that when you trim back you have a good firm
edge.
Some people use baking foil instead of clingfilm. Either way is better than
struggling.
Graham
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Looking to take on unfinished Europa Project........ |
wrote:
> It's an unfortunate fact of life that circumstances change during the
> course of a long-term project, as I've found out during the construction
> of my nearly completed Suncruiser 32 ( a John Bennet designed Sports
> Cruising boat).The fact is, I've been bitten by the flying bug, which has
> completely sidelined everything.
The flying bug sounds a familiar story but I don't know why _anyone_ would want
to give up a
Europa for a boat!! By the way, the building bug is worse than the flying bug.
One way to tell if
you have caught the building bug badly occurs late in the build cycle when you
discover that you have
more instruments than can be fitted on the panel. I believe that this is a fairly
common symptom especially
among builders that have attended Oshkosh or Sun 'n Fun :-)
Tony #272
Just joined the class of flyer who has yet to make a wheels up landing - got a
retract rating today :-)
--------------------------------------------------------
Date: 11/05/96
Time: 13:49:09 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz/europa/272index.html
--------------------------------------------------------
________________________________________________________________________________
| From: | Eric Evers <evers(at)avnet.co.uk> |
| Subject: | Re: Fin/Rudder Tip Radius Matching |
>Gidday,
>
>Is it possible to make the trailing edge of the fin's tip radius such that
>it will blend exactly into the rudders? I only have the tail and wing kit
>manuals at this stage and am not privy to how they mate together. I would
>really like to be able to place a straight edge 1/2 on the fin and1/2 on the
>rudder, and transition it up over the tip of both, having both match!
>Any tips! Please
>Regards
>Tony Renshaw
It is so long since you asked this I thought I'd better keep your whole note.
This is probably the only area I have studied in any depth. This was because
my rudder close-out block slipped about (0.8 mm at max) so I sanded-off the
spare & was concerned that my close-out cavity would be too small. For all
practical purposes, the specified 25mm radius on each top corner of the fin
converge at the trailing edge to form a semi-circular shape which matches
the profile of the top edge of the rudder.
I improvised the action of the hinging of the rudder to the fin by
drawing the shapes of the trailing edge of the fin aperture at tip and root
(measuring the actual sizes) on a thick pieces of card (the back of an A4
note pad). In each case I cut one straight side and the semi-circular 'arch'
but only scored the other straight side and bent it through approximately
90deg so as to simulate the hinge. (I actually about 1mm off the line to
allow for the thickness of the card) Next I held the inner flap against the
rudder core with the scored crease along the hinge line as near as I could
guess. Then by trying to bend the simulated fin close-out on to the rudder
core I could understand how it would interfere. I believe the rudder
movement is 30 deg each way so I have made a shallow 'step down' (with a
steep ramp) in the top edge of my fin core to give app 5mm clearance to my
template as it swings through a little more than 30 deg. If it works out
right I will avoid having to 'fabricate' a lump off my rudder AFTER the
lay-up. Hopefully it will also result in a small neat shape. If I have got
it 'wrong' I will be no worse off than if I had not tried. Watch this space
but DON'T hold your breath. I demonstrated to myself that there is no
interference problem at the root (bottom) of the rudder.
To answer your question:- I think that it is impossible to avoid a small
notch in the 'horizon line' of the fin + rudder at their junction but not
enough to be noticed from more than a few metres away otherwise the
transition should be a straight line.
If I this is not a) Not clear and b) Still relevant: come back & I
will send you a photocopy of my template and some sketches.
Eric Evers
________________________________________________________________________________
| From: | Alan Stewart <alans(at)kbss.bt.co.uk> |
Someone out there must have solved this problem by now !
If your sticks are 30mm in diameter and RD's standard PTT switches are best
situated on the top of the sticks, in the middle of the open end of the
cylinder, what's the most appropriate method of attachment ?
I had imagined that the rubber endstops to bicycle handlbars would have done
the trick, but 30 mil is not a standard size, as far as I can see. (or am I
mistaken here)
I've tried B&Q, Halfords, local cycle shops etc etc.
What's the solution anyone ??
Alan Stewart (BWFX, Kit 38)
01473-605304 Daytime
01245-264186 Evening
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | Re: Trailing Edge Closeouts |
A further refinement of Graham's clingfilm technique for TE
closeouts (also works well for control surface leading edges); this comes
originally from Mike Arnold's excellent "AR-5 Tapes:"
Cut your bid a bit larger than the final dimension, put it down
on your table atop a considerably oversize piece of plastic (clingfilm
works OK but I use
heavier plastic sheeting because I find it easier to work with). Dump on
the resin any old how, and repeat as necessary if additional plies are
required.
Now--and this is the beauty part--cover the whole oozing,
wretched mess with _another_ sheet of plastic and, with your trusty
squeegee, get everything nicely wet out and all the excess resin herded
away, well off to the sides beyond the edges of the (still oversize at
this point) bid.
Next, with a felt marker, mark off the correct dimensions on the
top piece of plastic and trim to size with your "wet" scissors. The
resulting "sandwich" is dimensionally accurate, nonsticky except at its
edges, and easy to carry about. When ready to put it into position, just
peel off _one side_ of the plastic, put it in place, squeegee lightly
through the remaining plastic, then peel that one off. Glass/resin ratio
should be just about right already; at worst you may have to to a bit of
light squeegeeing or stippling to get the occasional air bubble out.
BTW, for something like a control leading edge layup that
requires hinge reinforcements between the layers, I've had good luck
doing a single plastic sandwich big enough for all the separate pieces,
then cutting them out one at a time and putting them onto the part.
Still much easier than writhing Laocoon-like amidst clinging serpents of
unstable wet bid (ah, the vestiges of a long-lost classical education!).
Peter Lert, US 37
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Dangling PTT's |
The top of a 35mm cassete box Fuji I think fit theinside the top of my sticks
very well Kodak are no good tho they fit lid outside box rather than lid
inside. Ron S no 33
________________________________________________________________________________
| From: | bill(at)wynne.co.uk (W.Williams-Wynne) |
see lots of you here.
Mark C-T wrote:
Reply:
Thanks for spotting the deliberate mistake. Fly-ins on Sunday 03/08/97
both took off together.
afterwards.
The love affair continues!
Bill W-Wynne N52=B036.7' W004=B004.5' (N Wales) 01654 710101/2/3(fax)
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | Re: Dangling PTT's |
Alan Stewart wrote
>If your sticks are 30mm in diameter and RD's standard PTT switches are best
>situated on the top of the sticks, in the middle of the open end of the
>cylinder, what's the most appropriate method of attachment ?
Ask a nearby friendly person with a small lathe to turn up an
appropriately-sized stepped disc (of SRBP, ali, brass, perspex, or whatever
can be found in the scrap drawer) with a central switch-sized hole. Secure
it into the end of the stick with Loctite (or design a reversable method
involving grub-screws, etc).
I run a Cowells 90 lathe which is quite big enough for this sort of job. At
the risk of getting myself into a production run that I don't really want
to undertake, would you care to send dimensions & other critical
requirements & preferences (in private email or snail-mail if you prefer)
and I'll see what may be practicable. I know of at least one other turner
on this list, but he's busy building an aeroplane already.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | jerry <jerry(at)flyinghi.demon.co.uk> |
| Subject: | Re: Dangling PTT's |
We sell a moulded resin handgrip complete with PTT button. Unfortunateley it has
to be sleeved up from the 1" internal bore to the 30mm Europa tube but many have
done just that. Cost 35 pounds + posatge and VAT.
If you are looking for a simpler solution it should be easy to turm something
down from aluminium. I guesse also that one of the tube supply specialists do a
plastic tube endinsert that would work.
Jerry
**************** FlyingHi - Wish I was ****************
>>>>UK distributor for Arplast Composite propellers<<<<
>>>>>>> http://www.avnet.co.uk/touchdown <<<<<<<<
________________________________________________________________________________
| From: | ians(at)flyer.co.uk (Ian Seager) |
| Subject: | Re: Looking to take on unfinished Europa Project........ |
Why not complete the boat and form a unique (?) group. a half share in the
boat for a half share in a local Europa? Best of both worlds...?
Ian
>It's an unfortunate fact of life that circumstances change during the
>course of a long-term project, as I've found out during the construction
>of my nearly completed Suncruiser 32 ( a John Bennet designed Sports
>Cruising boat).The fact is, I've been bitten by the flying bug, which has
>completely sidelined everything.
>
>I'm therefore looking to take on a Europa project, perhaps uncompleted,
>and perhaps with some 'horse-trading' and/or just good hard cash
>involved.
>
>Around =A335,000 (GBP) has been spent on the boat so far - I know I won't
>recover anywhere near that, so will be interested to hear from
>anyone about proposals, trades, what-have-you.
>
>I'm situated in Christchurch, Dorset U.K. (about 10 minutes fom
>Bournemouth airport). My Compuserve E-mail is Mike Francis 101520,2660.
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
http://www.avnet.co.uk/flyer/flyhome.html
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Looking to take on unfinished Europa Project........ |
>>Just joined the class of flyer who has yet to make a wheels up landing - got
a
retract rating today :-)<<
Been there, done that. Fortunately it was a glider so I didn't ding the prop.
Didn't ding the prop on the Long EZ either ;-)
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Dangling PTT's |
>>I've tried B&Q, Halfords, local cycle shops etc etc.
What's the solution anyone ?? <<
I agree, the 30mm sticks are a problem. The ideal would be a tapered stick with
two bends ( a shallow Z) to bring the top of the stick about 4 inches nearer the
pilot, Pete Clarke (bless him) always complained he had difficulty getting full
forward stick. He did tend to need it more than most. We cut and welded ours to
please him and I'm glad we did, even if I'm not as untall as him.
I think I'm correct but Jim Naylor fitted Mac Trimmer stick mounted trim
switches. These require a smaller stick diameter and the result is very
pleasing. Not such a handful.
Graham
________________________________________________________________________________
| From: | Eric Evers <evers(at)avnet.co.uk> |
Has anybody bought a new PC in the UK this year?
Any bouquets or brickbats for the various suppliers?
Likely candidates are: Mesh, Carrera, Panrix, Armari.
Eric Evers
________________________________________________________________________________
| From: | John Tattersdill <john.tattersdill(at)cableinet.co.uk> |
Eric Evers wrote:
>
> Has anybody bought a new PC in the UK this year?
> Any bouquets or brickbats for the various suppliers?
> Likely candidates are: Mesh, Carrera, Panrix, Armari.
> Eric Evers
>
>
I have a Panrix. I bought it in April and it has given me flawless,
seamless performance. The firm were friendly, most helpful and have a
staff that actually seem to know what they're talking about ! The same
cannot be said for Simply Computers with whom I've had the most awful
difficulties.
Good luck with your purchase whatever you choose.
J.T.
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Dangling PTT's |
At 13:45 05/11/96 GMT, you wrote:
>Someone out there must have solved this problem by now !
>
>If your sticks are 30mm in diameter and RD's standard PTT switches are best
>situated on the top of the sticks, in the middle of the open end of the
>cylinder, what's the most appropriate method of attachment ?
>
You might get some motorcycle grips to fit (the throttle is a larger
diameter and it might stretch) otherwise try Harley Davidson shops or
aftermarket accessory catalogues.
As to switch mounting, machine up a plastic or ali "push in" end.
Ah... a misspent youth not entirely wasted!
Miles
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
At 00:05 06/11/96 GMT, you wrote:
>Has anybody bought a new PC in the UK this year?
>Any bouquets or brickbats for the various suppliers?
>Likely candidates are: Mesh, Carrera, Panrix, Armari.
>Eric Evers
Yep -a TINY, (same company as OPUS).
best value for spec I could find
Good support 80% of the time -when you get through -long waits usually (you
are 17 in the cue...)
some gamesmanship (installed 1/2 EDO RAM, 1/2 normal RAM) -several calls
later they finally agreed to replace the normal at their factory.
Very poor documentation -same as most of the others
Good luck........................
Miles
________________________________________________________________________________
| From: | David Fyfe-Jamieson <dfj(at)painting.demon.co.uk> |
| Subject: | pa-Mail: cancel subscription |
________________________________________________________________________________
| From: | LYNJOHN22(at)aol.com |
I have a friend, Loren Otto, who will be in the Cheltenham area on Thursday
evening Nov 14 on business. Are there any builders in that area he might
contact? He is very much interested in joining the ranks of American Europa
builders and would like to visit with anyone in your area. He will only be
in the U.K. for 24 hrs. Please contact me and I will pass any information
on. Best regards, John Kilian, Pacific Northwest LYNJOHN22(at)aol.com
________________________________________________________________________________
| From: | JohnJMoran(at)aol.com |
| Subject: | ing Gear Question |
Analysis of the landing gear/frame failures so far seems to assume that a
heavy landing caused the observed problem. Since the pilots involved indicate
that this is not the case, I wondered if there might be another stimulus
which could cause the observed failures. The following is a neophyte's
attempt to explain the observed data; I apologize in advance if this is so
far off base that it is not worth considering.
Is it possible that just as the aircraft is leaving or arriving, with the
wheel in contact with the runway but before the full weight has been
transferred to the gear, a series of bumps in the runway (or an
out-of-balance wheel) causes the wheel to bounce up and down. If this series
of bumps happens to be such that it is near the resonant frequency of the
landing gear system then could the gear bounce energetically enough to damage
the frame? From the pilot's vantage this might appear as a rumbling sound or
airframe shudder just preceeding touchdown rather than a heavy landing.
Note that the resonant frequency of the landing gear is much higher than the
bounce frequency of the aircraft since the mass involved is the landing gear
alone rather than the mass of the aircraft, while the spring is the same in
both cases i.e. the rubber block plus the compression of the tire.
A shock absorber fitted to the landing gear system would have a much greater
effect on the postulated oscillation than on landing bounce, again because
the oscillating mass (the landing gear) is so much smaller than the total
mass of the aircraft.
As a sanity check on the wild speculation above, it would be interesting to
know what fraction of flying Europas have the optional shock absorber and
what fraction of those which experienced frame problems were so equipped.
Also, have owners of flying Europas occasionally observed the postulated
rumble or shudder just prior to touchdown?
John Moran, A044
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Landing Gear Question |
Reply to John Moran:
Thanks for your thoughts, which I certainly consider worthwhile. I have been
trying to think of just such an explanation but so far failed. We had small
cracks in our frame which from the look of them have been there for some time.
It's quite possible they were produced before the dampers were fitted. We did
have one big bounce just before that time but one aftrewards too. The cracks
were only found after we were told where to look.
Your remark that the pilot wouldn't necessarily hear more than a faint rumble is
not as unlikely as it may sound. Tortional vibration in a crankshaft can be
violent enough to crack the shaft but is not felt at all through the airframe.
What does often happen on farm strips is being thrown into the air prematurely
by one bump only to descend right into the jaws of another one.
So far as I know all of the flying Europas operated without dampers for several
months.
Graham
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
One of the few flying Europas will be available at the Flight Sim.
Exhibition, NEC (Motor Cycle Museum) Birmingham (UK!) tomorrow Sat. all
day 9th. RCS stand. See you all there ?
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Mod 37 undercarriage |
Asking questions does'nt seem to producing any answers. Only Rolf and I
seem to concerned. The PFA has not responded either so far, though I
presume they will know all about it and have approved maybe forced, the
mandatory mod. status. So I will go over to "conclusions mode" and hope
to be refuted. A lot of aeroplanes have failed and lot of tests have
proved it.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
>> The PFA has not responded either so far, though I presume they will know all
about it and have approved maybe forced<<
Not so far as I know. And not that many aeroplanes have failed. Have you seen
the latest mandatory mods on Boeing 737s and 767s? Nobody's perfect. Don't
forget also that Europa may well be the only company that doesn't make you pay
for all the mods, altough I don't see how they can possibly do that for ever.
Don't forget also that there isn't another kitplane in its class that comes
anywhere near it in performance and utility. I do sympathise with those of you
who are having to take two steps back just as you're almost ready to fly, that
is the time when you are really beginning to wonder if it will ever get
finished. I know how nice it is to fly and how well it goes. All I can say is
have a bit more patience, it will be worth it.
Graham
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
Sorry if it has taken so long to respond to this one but yes, I have just
purchased a computer supposedly for home use. It is a Highscreen 120mhz
Pentium from Tandys. Includes 8mb RAM, a 1.2gb hard drive, a soundcard/
internal speakers and a 8x CD ROM. Price was #999 incl VAT.
It probably isnt a bargain but certainly a lot cheaper than Dixons/ Currys
etc and these were available on a buy now, dont pay a penny for 6 months
deal.
The model I chose was bottom of the available range, but quite adequate for
home use.
I had seen 486's advertised for about #450 in Computer Shopper but I see no
point in buying yesterdays technology. I guess it depends what you want to do
with it.
Carl P
PS - I think they have Tandy stores North of Hadrians Wall !
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Mod 37 undercarriage |
Have any builders as yet attempted this mod and if so with what level of
success ?
Since recieving Ivans letter regarding the mod I had been hoping that someone
would come up with a more practical method of resolving the problem. Since I
am nowhere near completing my aircraft this particular obstacle is not a
pressing matter however having thought through what is involved (or what
appears to be involved), the idea of attempting to weld the gear frame in
situ would seem to me to be total lunacy !
If this welding must indeed be done then the only safe and satisfactory way
of accomplishing this will be to remove the frame from the fuselage and to
dismantle and completely remove the retraction shaft, bushes and retraction
arms. Any attempt to weld the frame without dismantling the retraction
mechanism will probably damage the phosphor bronze bearings and almost
certainly vaporise all the grease which we had all carefully packed into the
bearings.
In my case I doubt whether my landing gear frame can be removed without
damaging the fuselage. Like many builders I reduxed it in believing that it
would never ever have to be removed. It would be impossible to simultaneously
heat all four attachment arms to soften the adhesive without damaging the
main fuselage structure. The only solution would be to saw the frame away
from the four support arms and individually separate each one from the
fuselage. This would render the landing gear frame useless thereby requiring
someone to find the cost of a new one (presumably complete with mod 37).
If this mod really is necessary, (and I accept we are not qualified to say
whether it is or not), then a complete replacement of the frame would seem to
be the the ideal solution. Of course I have completely ignored the matter of
who would pay for such a program.
Whilst I do not doubt it is possible to weld the frame in situ I believe no
consideration has been given to the long term problems which this "fix" may
generate. I had always been led to believe that it was bad practice to
attempt to prematurely cool down welded joints with water (or other coolants)
due to the inevitable internal stresses in the metals which this will cause,
yet this will be unavoidable if the fuselage is not to catch fire during the
welding process.
If the frame is to be destressed properly it should be completely heated (to
a dull red temperature) and allowed to cool naturally. Clearly this would be
impossible without removing and dismantling it completely.
Having pondered the problem for the last few weeks I can see no reason why a
pair of bracing straps could not be made which would fulfil the same job as
the welded struts. I am aware that this was in fact Ivans first attempt to
resolve the problem. I would suggest two U shaped steel straps (about 1"
wide x 1/8" thick mild steel ) be passed around the bottom strut (swinging
arm axle). At the top, each of the four ends would have a 1/4' bolt welded to
each (tapered) end. These would be passed through a machined saddle piece.
attached to the top of the landing gear shaft housing. Four nuts (over the
1/4" bolts) would apply tension to the bracing straps.
This solution would do away with the need for builders to do any welding and
I believe would produce a much more satisfactory result.
Clearly, those who have not yet bonded in their frames can have them modified
in the normal (welded) manner.
I hope the factory (Ivan, Andy and others) will not file this genuine concern
of mine in their groans & moans file, and give it some serious thought. I
shall be faxing a copy direct to them on Monday. I appreciate they are trying
to make the best of what has turned out to be a bad job, but seriously guys,
this particular fix fills me with terror. Unless you can convince me
otherwise I am not at all happy about doing what you suggest. As many
builders will have not yet reached the frame attachment stage, you (the
factory) will not have to bin the mod kits already manufactured.
Hopefully my moan will elicit dozens of testimonials from satisfied builders
who have done this mod and lived to tell the tale. Perhaps I have
misunderstood what is involved and I'm making a mountain out of a molehill !
Regards
Carl P
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
I have also tried to think of a non welding fix for this problem but hadn't
progressed to a full solution. The only thing I don't like is bolts (and niuts)
in tension. If I can respectfully modify your mod kit, my suggestion would be
to use a saddle piece but with the bolts passing through it from front to back
through both tails of the strap. The bolts are then in shear.
With respect to removing the frame from the fuselage, the way to do it is to
apply a bit of leaverage to each of the four legs in turn, at the same time
heating the leg itself to soften the epoxy/metal bond. We used a hot air gun
with nozzle small enough to inject air into the tubes. Temperature required is
not much more than 150 or 200 degrees, I guess. Its only necessary to crack the
joint, it won't melt and rebond. Once all four legs are cracked off, the frame
can be persuaded to leave the aeroplane. The odd bit of flox might need to be
chipped off. The only thing we had to watch was that we didn't melt the
upholstery with hot air exiting the back of the tubes.
Graham
________________________________________________________________________________
| From: | zeus(at)myth.demon.co.uk (Mike Cowgill) |
In message <961110074411_1383694581(at)emout11.mail.aol.com> CPattinson(at)aol.com writes:
> Sorry if it has taken so long to respond to this one but yes, I have just
> purchased a computer supposedly for home use. It is a Highscreen 120mhz
> Pentium from Tandys.
Ouch. I avoid Tandy like the plague. I haven't ever seen consumer electronics
sold by them that can't be beaten on price and performance by looking around
a bit. On the other hand, all the other high street stores are as bad. Read
magazine reviews first to get a good machine v machine comparison, go to
Staples or PC World to look at the machine and get a feel, then buy it from
one of the suppliers in the PC mags. Direct suppliers are usually much
cheaper than high street retailers and know more about their stuff.
> I had seen 486's advertised for about #450 in Computer Shopper but I see no
> point in buying yesterdays technology. I guess it depends what you want to do
> with it.
Exactly, horses for courses. A P166 would be overkill for most of the
applications people use. Sufficient memory is usually more of a bottleneck
than processor power. Buying a 486 just means that you have a 486
processor and motherboard. The whole point of the PC is that they are
upgradable. So long as you have 72pin memory modules and a PCI bus (and the
manufacturer doesn't go it's own way like Amstrad) then you just upgrade the
motherboard and keep the case, power supply, monitor, memory, video card,
sound card, cd-rom, blah blah blah.
This is getting to be a computer advocacy discussion so I'll shut up now and
think of something relevant to say.
Mike.
(Hardware Engineer for Team17 Software)
________________________________________________________________________________
| From: | ians(at)flyer.co.uk (Ian Seager) |
For my sins, before I got bought Flyer I published a PC magazine (PC Plus)
The problem with looking at the mags (And I agree that I haven't for a
while) is that they test all the latest, fastest, biggest kit they can get
their hands on. I've never seen a cover line saying "A normal PC for you to
use at home" - the mags, at least in my day (two and a half years ago) all
had to keep up the pretence of being read mainly by medium sized companies
and corporate buyers, when in fact we all knew that we had a lot of very
techy wireheads for readers (In addition to small numbers of the above,
plus a small number of normal people) - Manily the journalists wanted the
latest and fastest on their desks for a couple of months, and in many cases
actually needed them to run the massive ("The full installation of Bells &
Whistles V6 will need 150mb of hard disk space...") beta prgrams that they
were given...anyway, teh real point of this email is to say, by all means
buy mail order, BUT, please please please pay by credit card, there are a
few box shifters out there who are less than scrupulous!!
Ian
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
http://www.avnet.co.uk/flyer/flyhome.html
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | i-glass screens - advice please |
Plexi-glass screens - advice please
I am afraid that my question has nothing to do with computers but I'll ask it
any way as I believe there are still a few of you who susbcribe to the
PC/Computing Forum who are also building Europa's.
I am trimming the plexi-glass screens (using a disc sander works just great) and
have noticed that the recesses in the fuselage are not as thick as the
plexi-glass, resulting in a slight step (20 thou or so - perhaps more once
reduxed in).
Is it best to leave it as a step I wonder or fill and blend in the step? Or
should I deepen the recesses in the fuselage/doors to the required thickness?
What's the concensus?
Regards
Martin Tuck
#152
Wichita, Kansas
USA
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Plexi-glass screens - advice please |
In message <961111035917_102034.2747_BHC94-1(at)CompuServe.COM>, "Martin
J.Tuck" <102034.2747(at)compuserve.com> writes
>Plexi-glass screens - advice please
I do remember this as being one of the more difficult jobs on the
Europa. I don't remember the recessess not being deep enough, but I
certainly did not trim the glass back far enough on the first couple of
goes. Without the Redux in, it's difficult to see if the glass is
actually seating, and the amount of trimming I had to do was quite
substantial - beyond the scribed lines. No doubt Graham S will comment
further. There are also a variety of techniques for pinning the glass in
when you have got it to where you want - I won't give you mine, 'cos it
wasn't very good and involved doing all sorts of exciting things with
garden canes.
Good luck - and make sure you have plenty of meths handy in case you
need to take them out and clean the Redux off!
--
Rolph Muller
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Plexi-glass screens |
As I had already bought a belt sander, (remember ski-sanding?) I found it
worked fine on plexiglass, both for trimming the profile and thinning it
down on the inside.
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Mod 37 undercarriage |
<>
(from Graham S.)
Ah that's just the info. I wanted. I had thought of sawing off the legs ,
drilling axially through them and reattaching with bolts right through
after the welding had been done at the factory. If the bolt solution was
not accepted then the four stubs would be easier to remove when
separated; but if one can do as you suggest, then I shall just take it
all out in once piece. Probably still have to remove all the wrapped
silencing though to get it off the engine. So that has to be weighed
against getting someone in to do the welding while still bolted to the
engine.
Graham C.
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Dangling PTT's |
>Someone out there must have solved this problem by now !<
Yes, forget all the turning up things business. A 35 mm film can top fits
perfectly. Drill hole(s) in top for switch. I think I have reported
before I have no less than nine places in the aircraft where 35mm film
cans are used. Won't bore you with a list, but typical is door lock
apertures.
gemin
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Landing Gear Question |
In this enviromment I doubt if resonance build-up would take place. The
Q-factor is low and while this means that the necessity to hit the exact
resonant frequency is removed, the number of cycles to produce build-up
would be large and the amplitude reached low. Needs an NPL type vibration
table to test it out - probably bankrupt the factory to buy one. But on
testing, I still think the new frame should be bounced to 600 ft/sec a
reasonable number of time with a tunnel attached.
gemin
________________________________________________________________________________
| From: | D.Howard(at)kid0110.wins.icl.co.uk |
| Subject: | ything AND the Kitchen Sink ? |
The good book says every hour spent on the workshop is an hour
well spent - well that better be right. Still by the time I get
around to building some bright person will have worked out how to
land the thing without it breaking....
A question, does my workshop deserve a sink. I guess I'm asking
how much of the cleaning up is done with resin cleaner and thus am
I then clean enough to be let back in the house ? Also if I do
install one, do I run into humidity problems by having all that
water splashing around.
- Dave Howard
________________________________________________________________________________
| From: | Melvin Cross <mcross(at)aerodev.com> |
| Subject: | Re: Looking to take on unfinished Europa Project........ |
Mike
We currently have an unfinished Europa. The wings, fin,
r
(this equates to 400 hours build-time). The kit is complete
and is available for inspection. 16,000 (no VAT).
Contact either Melvin or Graham on (01285) 770291.
________________________________________________________________________________
| From: | Melvin Cross <mcross(at)aerodev.com> |
| Subject: | nished Europa Project For Sale! |
Mike
We currently have an unfinished Europa. The wings, fin,
rudder and elevators have been finished to an exceptionally
high standard (this equates to 400 hours build-time). The
kit is complete and has been signed off to date. It is
available for inspection. Cost is 16,000 (no VAT).
Contact either Melvin or Graham on (01285) 770291.
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Everything AND the Kitchen Sink ? |
In message <"7563*/I=D/S=Howard/OU=kid0110/O=icl/PRMD=icl/ADMD=gold
400/C=GB/"@MHS>, D.Howard(at)kid0110.wins.icl.co.uk writes
>Also if I do
> install one, do I run into humidity problems by having all that
> water splashing around.
Shouldn't think so - go for a refrigerator and some decent sound
instead.
--
Rolph Muller
________________________________________________________________________________
| From: | Melvin Cross <mcross(at)aerodev.com> |
| Subject: | nished Europa Project For Sale! |
We currently have an unfinished Europa. The wings, fin,
rudder and elevators have been finished to an exceptionally
high standard (this equates to 400 hours build-time). The
kit is complete and has been signed off to date. It is
available for inspection. Cost is 16,000 (no VAT).
Contact either Melvin or Graham on (01285) 770291.
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | French Thing that Jerry Davis has looked at... |
Seen the article on the BanBi/MCR01 in the latest Popular Flying?! Quite a
flyer!
Not that I am biased in any way or anything like that (perish-the-thought), but,
as a Europa builder (or is that as 'an' Europa builder) I think it should be
torched - like wot they (these Frenchies) do to our sheep!
The nerve of some people thinking that they can design a 'plane that has better
performance and fuel consumption that the Europe that we have spent 1/2/3 years
building. AND claim a maximum build time of 1,000 hours for the novice!
Rule Britannia!
Regards
Peter
PS Rather promising, though, AND has trainer wheels! I've never understood
this term as I have always been of the opinion that if it is easier, then 'go
for it'.
________________________________________________________________________________
| From: | "Dino Baker" <DBA(at)biomed.fmc.flinders.edu.au> |
Hello All,
I would like to commend the `Graham's` for raising their concerns
about the proposed undercarraige mods. This is an important safety
issue that concerns every builder, even though a lot of them are
silent, ( no criticism intended ).
In my humble opinion a proposed modification would be to:
1. LGO2 should be moved aft to reduce leverage from u/c leg. This
would allow a larger shock absorber with longer stroke.
2. Lugs are required on upright of u/c frame and bolted through fire
wall, at least two each side to spread load to wheelwell.
Any comments?
Regards,
John Baker
Builder #181
Australia.
________________________________________________________________________________
| Subject: | Re: Plexi-glass screens - advice please |
>Plexi-glass screens - advice please
>
>I am afraid that my question has nothing to do with computers but I'll ask it
>any way as I believe there are still a few of you who susbcribe to the
>PC/Computing Forum who are also building Europa's.
>
>I am trimming the plexi-glass screens (using a disc sander works just
great) and
>have noticed that the recesses in the fuselage are not as thick as the
>plexi-glass, resulting in a slight step (20 thou or so - perhaps more once
>reduxed in).
>
>Is it best to leave it as a step I wonder or fill and blend in the step? Or
>should I deepen the recesses in the fuselage/doors to the required thickness?
>What's the concensus?
>
>Regards
>
>Martin Tuck
>#152
>Wichita, Kansas
>USA
>
>
The Europa was originally to have 2 mm thick Plexiglas screens, but after
the moulds had been made it was decided to go for the thicker 3 mm material
instead. The method of disguising the resulting 1 mm anomaly is to fill and
blend the step out as you suggest.
Regards
Andy
>
________________________________________________________________________________
101520.2660(at)compuserve.com
| From: | bill(at)wynne.co.uk (W.Williams-Wynne) |
welcome to the real world, home of all true rotor heads.
thanks for the charger cable
excellent on all four pots.
hopefully tomorrow.
fruity price for wings and tail - I only got =A312,500 for mine, filled and all!!
I have ordered some Bosch platignum plugs to see if that helps, best wishes,
Bill W-Wynne N52=B036.7' W004=B004.5' (N Wales) 01654 710101/2/3(fax)
________________________________________________________________________________
| From: | JohnJMoran(at)aol.com |
| Subject: | Re: Everything AND the Kitchen Sink ? |
Hi Dave,
I suspect each of us develops a different method of working as well as a
unique cleanup technique. I generally need a sink for less than 5 minutes
per layup so it would be an extravagance in my shop. Most of my cleanup is
accomplished with paper towels, so a good sized waste bin is key.
Some useful practices:
A good shop apron is invaluable. Leave it in the shop after completing a
layup.
Keep a pair of old shoes in the workshop for use while uncured epoxy is
about. Change out of these shoes when exiting the shop to avoid tracking goo
around. If the possibility of epoxy dripping on the floor exists, as during
LE wing layups, put newspapers on the floor.
When you're done with a layup, wipe the squeegee and scissors off carefully
with paper towels in preparation for later washing.
I found that using thin vinyl gloves over nitrile or latex gloves works well
for me. I sometimes manage to trim a bit off the end of the gloves along with
the cloth. Just replace the outer glove if its damaged. For cleanup, discard
the outer glove before leaving the shop to keep epoxy off the door knobs,
etc. Keep the inner glove on until washing of squeegee, scissors and inner
glove is complete, about 5 minutes as noted earlier. If the inner glove was
damaged, discard it after washup.
NEVER return to the workshop to tidy up without putting gloves on. I did this
early on and eventually developed an epoxy reaction, apparently due to
touching stray drops of epoxy on things I picked up to move or discard. Since
the epoxy is partially cured, it doesn't wash off easily with water. Rutan
says acetone drives the epoxy into and through your skin, so if you get it on
you you're stuck, so to speak.
As a beginner at this, I found the list of tools specified by Europa somewhat
lacking. Some (mostly inexpensive) hand tools I found particularly valuable:
An inexpensive ceramic sharpener for scissors. This makes even inexpensive
scissors work on fiberglass.
Scissors should be the offset type rather than straight. Much easier to trim
edges without disturbing the layup. I found that the cheap stainless offset
scissors available in fabric stores for about $4 work well if you use the
ceramic sharpener.
A sharpener for the utility knife is also very useful, although this can be
done with sandpaper in a pinch.
A razor saw is useful for cutting slices of foam to fill little openings
around plugs in wings & tail. Also handy for trimming laminate if it gets
beyond knife trim stage.
A keyhole saw is easier to control than a hacksaw when removing foam
trailing edge support blocks.
A Dremel tool is so useful as to be essential. The wire brush cuts foam like
a miniature circular saw to a depth of 1/4 inch or so. Use it to remove the
foam in the aileron channel by running it about 1/8 inch from the vertical
foam. You may have to make an orthoganal cut with the razor saw and then a
second pass with the wire brush to complete removal. The wire brush won't
damage the underlying laminate if it touches it and in fact is useful in
removing micro from glass. The little sanding drums work well on laminate
edges. Many, many uses for the Dremel.
A few 2 inch drywall screws work well to hold the 1 inch root pieces in place
instead of 5 minute epoxy.
Good luck with your project.
John Moran, A044
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Everything AND the Kitchen Sink ? |
In message <961113172636_1681859397(at)emout09.mail.aol.com>,
JohnJMoran(at)aol.com writes
>An inexpensive ceramic sharpener for scissors. This makes even inexpensive
>scissors work on fiberglass.
Buy good quality stainless scissors. Mine lasted me three years, never
needed sharpening and would be for sale if I wasn't going to hang them
on the wall as a trophy. All they ever needed was scraping along the
edges to clear the resin. In fact I should approach the manufacturers
and ask them if they would like to use them in an ad.
--
Rolph Muller
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
Just about to install Facet solid state fuel pumps in to the control
module before it finally gets welded in place. Two pumps are being
fitted as the NSI EA81 engine does not have a mechanical pump and needs
a both an electric main and boost. Thinks, do you connect them in series
or parallel.
If in series and one of the pumps fails in a closed condition, then no
matter how many boost pumps you have still, no fuel:-{
If connected in parallel and with the boost pump switched off, won't the
fuel be fed back thru' the pump in the wrong direction, as the infeed
will be at a lower pressure. Not sure what effect this will have on the
general fuel flow?
Does anybody know the correct way to connect the pumps, if there is one?
Regards,
Dave & Margaret Watson
#224 G-CUTY (The original Tri-gear kit)
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Everything AND the Kitchen Sink ? |
Rolph Muller wrote:
>
> In message <961113172636_1681859397(at)emout09.mail.aol.com>,
> JohnJMoran(at)aol.com writes
> >An inexpensive ceramic sharpener for scissors. This makes even inexpensive
> >scissors work on fiberglass.
> Buy good quality stainless scissors.
Couldn't agree with you more Rolph.
We tried various scissors, cheap ones, relatively expensive ones,
guranteed to cut anything ones.........all rubbish! In the end Margaret
suggested we try her best SERRA SHARP dress making scissors, high
quality stainless steel, and guess what?, absolutely brilliant, never
clean then, just chip off the old resin with a chisel:-)
Problem is, they are no good for dress making any more:-{
Dave & Margaret Watson
#224 G-CUTY (The original Tri-gear)
________________________________________________________________________________
| From: | charles parker <silas(at)sirius.com> |
I'd like to know the dates of upcoming flyin seminars in England. I hope
to be able to attend and plan to build one of your kits in the near
future.
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Everything AND the Kitchen Sink ? |
In message <328B8159.2799(at)querandi.demon.co.uk>, Margaret & Dave Watson
writes
>Problem is, they are no good for dress making any more:-{
Mine (dresses) are just fine!
--
Rolph Muller
________________________________________________________________________________
| From: | Bearder/Barraclough <106313.2726(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
Carl asks :-
>> Have any builders as yet attempted this mod and if so with what level of
success ?<<
I am just leaving to see the results of some ' welding in situ' after a
call from a worried builder that the shaft in the bronze bearings is now
very stiff!! Carl's predictions seem to have come true.
Surely, it must be possible for a non-welding fix. Can't all the experts
out there come up with something. I would rather have the 'unsightly' U
bolts back again if they solved the problem.
Andy claims I am paranoid about this problem but I'm not alone in my great
concern. We have spent a lot of time AND money getting this far and don't
want to spoil it now. I suggested it in private to Europa Aviation before,
without response, so now go public with my question to the factory :-
As we cannot send our frame to you, and you seemingly will not accept our
fuselages at the factory to do this welding, why don't you send YOUR EXPERT
WELDER to us? In UK we could gather a few ready prepared fuselages together
at convenient locations to give a full days work to save time and
travelling and I'm sure provide B&B for him(or her!) as well. This doesn't
help our foreign builders though.
The early builders are definatly being disadvantaged with this problem and
Ivan was addament this would not happen!!
David 'paranoid' Barraclough
Now Builder No. 12A!!
G-BVLH
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
>
>Does anybody know the correct way to connect the pumps, if there is one?
>
Good pumps should "flow through" when inactive (I don't know if the Facet
pumps do this) but if in doubt, hook them up in parallel with a non-return
valve at the outlets -available from Goodrich UK (Devon -Exeter I believe)
or racing car factors. They are available with AN fittings at each end.
Miles
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Everything AND the Kitchen Sink ? |
Rolph Muller wrote:
>
> In message <328B8159.2799(at)querandi.demon.co.uk>, Margaret & Dave Watson
> writes
> >Problem is, they are no good for dress making any more:-{
> Mine (dresses) are just fine!
I understand Mr Muller (Sir) that you are going to the Christams
shindig, I sincerely hope you are wearing the blue off the shoulder
satin number, - but please no resin stains.
Love M
Kit 224 G-CUTY The Wonderful No1 Trigear
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
In message <199611151557.PAA02531(at)ayla.avnet.co.uk>, Miles McCallum
writes
>Good pumps should "flow through"
I've got the standard Facet Europa fuel pump and filter. Seems to be no
problem - the engine starts ! Thing is it's very noisy - could be
normal, these things are very subjective, pop into jag-lovers-
digest(at)sn.ro (oops - sorry - but they sure as hell are organised). The
filter which feeds the pump always has air at the top - don't understand
that!
--
Rolph Muller
________________________________________________________________________________
| From: | David Killey <dkilley(at)uniserve.com> |
Hi george. Do you remember my last e-mail. Hows the job hunting going.
did you do well in the UK on your visit??
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Mod 37 undercarriage |
Bearder/Barraclough wrote:
> As we cannot send our frame to you, and you seemingly will not accept our
> fuselages at the factory to do this welding, why don't you send YOUR EXPERT
> WELDER to us? In UK we could gather a few ready prepared fuselages together
> at convenient locations to give a full days work to save time and
> travelling and I'm sure provide B&B for him(or her!) as well. This doesn't
> help our foreign builders though.
> The early builders are definatly being disadvantaged with this problem and
> Ivan was addament this would not happen!!
In reply:- I am not a fully certified aircraft engineer, but I am an
extremely involved person. Does Mr Barraclough not realise that the
Europa is the only kit that is issuing mods free of charge, perhaps he
would like everything done for nothing, and then Ivan would end up
bankcrupt and nobody would be flying the lovely Europa. I cannot blame
Ivan for aiming for perfection, and not a 'heath robinson' job, because
at the end of the day, we all want to feel proud of our planes.
Margaret Watson Kit 224 G-CUTY (Tri-Gear) Alternative perhaps...
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>> The filter which feeds the pump always has air at the top - don't understand
that!<<
Either it needs bleeding or you have an air leak. A very small air leak will
reduce pumping pressure enough to cause problems. Can you tempo tilt the filter
to let the air go downstream?
Graham
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Mod 37 undercarriage |
Im pleased someone at last is taking the problem seriously.
When I rang the factory, I received a similar response to David Barraclough,
that this mod was no problem. My arguments and concerns appeared to fall on
deaf ears as Europa are convinced that "welding in situ" is perfectly safe
and OK ! Sorry, guys, I still dont agree with you on this one.
I think Davids approach to the problem seems to be perfectly logical. Lets
have a welder (ie- the factory man) who knows exactly what he is doing fixing
all our U/C frames. As far as i,m concerned cost (to us builders) is not at
issue. I would happily pay for Ivans man to do the work so that I knew it was
done properly.
It concerns me that if we employ unknown welders (however well qualified) and
something goes wrong, who then is held liable for the cost of correcting the
problems.
If the frame subsequently collapses and results in damage to the plane, WILL
THE INSURERS PAY OUT ?
I regret to say I am still not convinced that this remedy is the right one.
My undercarriage frame is very securely fixed in and wont come out without
causing a lot of damage so I'm stuck with doing it in situ, that is if I can
find a welder !
I hear rumours of a CAA welder who looked at the job and refused to touch it
!
Sadly its all very unsatisfactory. I suggested a perfectly acceptable
weldless fix (a version of the U bolts) to the factory, but they simply
werent interested. I am really beginning to wonder if I should not take this
mattter up directly with the PFA and see whether they would accept my
suggestion for a mod. Trouble is, I dont have the facility to drop test my
fuselage which no doubt they would require. Not sure I'd want to try it
anyway.
BTW, still no testimonials from people who have done this welding job and
survived. Now thats a bit worrying dont you think.
If you've done it please, lets hear from you. The rest of us need
reassurance.
Carl (also paranoid) Pattinson
G- LABS (if I can get this ruddy frame fixed)
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
>>As we cannot send our frame to you, and you seemingly will not accept our
fuselages at the factory to do this welding, why don't you send YOUR EXPERT
WELDER to us? In UK we could gather a few ready prepared fuselages together
at convenient locations to give a full days work to save time and
travelling and I'm sure provide B&B for him(or her!) as well.<<
Try Pete Evans. He is expert enough for me (and Rolls Royce Engines) He was on
holiday but is back now.
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: Mod 37 undercarriage |
<< welding in situ >>
I have heard that a CAA welder has condemned this, due to thermal stress
building up if one side is watercooled while the other is at welding
temperature . This would become locked in as annealing is not possible.
- the result might look ok but might fail unexpectedly.
If this is confirmed we really will all have to take them out, engine
fitted or not (:-((.
<>
The factory have to carry the can, and have all the parts and experience
to do this but have to balance the expense against utility. One can
understand Ivan's plea about pulling together as it wouldn't help to
bankrupt them. If a non-welding system were devised e.g. as Dino's
suggestions, apart from cost, it would raise the test issue again. This
is beyond the capability of the normal builder. Then have the issue of
approval. I still have no answer from the PFA about this. The test issue
is beginning to multiply as the conditions are not the same for those
aircraft with the optional damper mod. installed, or without the plastic
stops. Perhaps we should all move to Germany !
But seriously, I hope the factory will be able to offer a proven
non-welding/non-frame-removing solution. I would certainly be prepared to
wait the winter out if I knew it was being considered. Perhaps the
Shoreham forum will shed some light.
Graham C.
________________________________________________________________________________
| From: | jerry <jerry(at)flyinghi.demon.co.uk> |
| Subject: | Re: This French Thing that Jerry Davis has looked at... |
In your message dated Monday 11, November 1996 you wrote :
> Seen the article on the BanBi/MCR01 in the latest Popular Flying?! Quite a
> flyer!
>
> Not that I am biased in any way or anything like that (perish-the-thought),
but,
> as a Europa builder (or is that as 'an' Europa builder) I think it should be
> torched - like wot they (these Frenchies) do to our sheep!
>
> The nerve of some people thinking that they can design a 'plane that has
better
> performance and fuel consumption that the Europe that we have spent 1/2/3
years
> building. AND claim a maximum build time of 1,000 hours for the novice!
>
> Rule Britannia!
>
> Regards
>
> Peter
>
>
> PS Rather promising, though, AND has trainer wheels! I've never understood
> this term as I have always been of the opinion that if it is easier, then 'go
> for it'.
Thanks for reading my article. Hope you enjoyed it.
I am hoping you Europa boys will let me into some of your fly-ins.
Jerry
**************** FlyingHi - Wish I was ****************
>>>>UK distributor for Arplast Composite propellers<<<<
>>>>>>> http://www.avnet.co.uk/touchdown <<<<<<<<
________________________________________________________________________________
| From: | Klaus Dietrich <101613.3377(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
I have just done the Mod 37 in situ. Without engine and without gear. With gear
and engine installed, it is impossible to do (in my humble opinion). The welding
was done by an approved aircraft welder (however it turned out that he is not
welding on a regular basis - only from time to time....) Heat barrier paste and
wet towels have been used.
The result of the job: slightly burned laminates on the bottom edges, a very
stiff bearing, a slightly bent bottom horizontal tube and in my opinion low
quality welds due to bad access especially of the 2 exterior reinforcing straps.
Allthough the result is quite disappointing, I believe that a real expert in
welding should be able to do a good job also in situ.
In my view the following is essential for success:
0. Remove engine and gear :-) Turn fuselage upside down.
1. Find a real welding expert !!!!! Someone who is welding every day for a
living!!! No hobby welder...
2. Use a jig or a spacer between the bottom horizontal tube and the middle
horizontal tube in order to prevent distortion of the bottom tube
3. Use heat barrier paste
4. Protect your laminate with sheet metal or similar
We also did the Mod.37 on an other aircraft with the frame removed. The job was
obviously easier but as we haven't used any jig or spacer the bottom tube was
slightly bent and also the bearing in the middle tube went completly stiff. We
had to remove the bearing and slightly file its inside to have it work again.
Maybe with a real professional welder we would have less problems...anyway the
job is not an easy one...
good luck
Klaus Dietrich
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
>>BTW, still no testimonials from people who have done this welding job and
survived. Now thats a bit worrying dont you think.<<
I understand that 3 in situ weldups have been done at Aero Developements. It
took all day (for all 3) and they say was not easy but can be done.
Graham
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
Hi Carl,
In reply to your missive on Mod 37 -:
a) People are taking it seriously but with the amount of chat about it some of
us don't feel that repetition is necessarily more constructive. I admit that
this doesn't contribute to the discussion but it does avoid cluttering up the
air waves.
b) I agree that David's suggestion sounds like a good one, although with
reservation after reading Klaus's offering.
c) I rather disagree with Margaret Watson in that she suggests that something
that is marketed as a kit plane need not be of 'servicable quality' and that the
'punters' should pay for all the mods to make it so. British legislation states
that if something is sold to the public then it should be up to the job - or
some words to that effect - and if the Europa undercarriage ain't, then it's
Europa Aviation's responsibility to get it right and not necessarity ours. I
wonder about the fact that we are onto mod No.37. Is it possible that the
product was marketed prematurely before all the problems were resolved?
Oh, also, I wish that the mods WERE free of charge. They seem to cost me a few
bob, so if anyone has any other arrangement with Chris Gunney, maybe they could
let me know.
d) Insurance point could be of concern, although I am in no way an expert on
home-built insurance. However, I am very keen that anything that could be a
future liability be done 'in house' to avoid the increasing problem of insurers
trying to get out of their obligations (should I apologise to any insurers out
there?)
e) What is wrong with approaching Francis Donaldson direct? He must be aware of
the situation and with a sound Engineering Mind would not have OK'd Europa
Aviation's solution without having 'mused' over alternatives. I suspect that
Drop Testing would not be a problem as this has already been done and shown to
be more than satisfactory (we are told).
Unfortunately, I suspect that on landing an aircraft there are more complicated
forces involved than those subjected on the frame by just drop testing (at least
if it is me flying it!? :-{ ).
I agree with you that cost is not of a great concern as we have all paid out a
lot of money already. At this stage I am more concerned with getting the right
job done correctly, safely and with the agreement of the PFA and any insurance
company to ensure that we all end up with a 'plane that works well and should
there be any problem (hopefully not) there won't be a difficulty with insurance.
Regards,
Peter
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Mod 37 undercarriage |
In message <961116204459_101613.3377_JHP86-1(at)CompuServe.COM>, Klaus
Dietrich <101613.3377(at)compuserve.com> writes
>good luck
>Klaus Dietrich
Klaus - es gibt wahrscheinlich ein Ausdruck fuer " you have just spoilt
my day"!
--
Rolph Muller
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
> aol.com!JamesCone(at)matronics.com wrote:
>
> I have all of my antennas mounted in the rear of my fuselage. VOR/GS, LORAN,
> TRANSPONDER, and COM. My question is, can all of the coax cables be bundled
> to get up to the radios in the cockpit or should they be separated. I'm
> fairly sure that the passive coax cables that come from the VOR/GS and the
> LORAN can be run together but am not sure about the coax cables that transmit
> a signal like the COM and TRANSPONDER. Thanks in advance for a response.
>
>> Roy answers:
>>Coaxial cable consists of a center concudtor which carries the signal and a
braided
>>outer conductor (shield) which is chasis-grounded. This makes coax very resistant
to
>>radiating or receiving electromagnetic energy. You should not have a problem
with
>>"cross-talk" between your coax, especially considering the very low power levels
and
>>frequencies that the avionics transmits.
>>Most important to a good installation is that you don't over-bend, kink, or
smash the
>>coax. This will change the properties of the coax by changing the characteristic
>>impedence (Zo) at the damaged spot which will degrade the performance due to
>>reflections, and that you ensure your coax connectors are correctly built for
the same
>>reason.
>>Roy
>>RV-8 #80096 and x-Navy avionics tech/instructor of advanced electronics.
I agree and would add the following observations: A number of builders
have experienced interaction between items of avioinics that transmit
(com, transponder, dme) and things that receive (com, vor) and indicate
(electronic instrumentation of all types). An almost STANDARD fix offered
by manufacturers of instruments is to replace all antenna feedlines with
double-shielded coax.
In my experience, when coax cables "talk" to each other and to other systems,
the problem lies with installation. My favorite connector (UG-88/U BNC and
its brothers and sisters) can be VERY frustrating for first time installers.
It's not uncommon for the outer conductor to be improperly captured by the
clamps causing the coax to become just another piece of wire as opposed to
the carefully controlled transmission line. Many people have experienced
successful elimination of interaction with double-shielded coax but I
suspect that the change had more to do with better installation of connectors
than from change of wire.
Ordinary, garden variety RG-58 coax has been used in tens of thousands of
airplanes for over 50 years. When and if undesireable interaction is
discovered, check the installation before jerking out the wire bundles.
One very common interaction in composite airplanse happens when the (1) comm
antenna is mounted too close to the panel and/or (2) installed over an inadequate
ground plane. I this case, (1) DIRECT radiation of susceptable systems occurs
right from the antenna -or- (2) the SWR is so high on the coax feedline that
its shielding qualities are negated.
Regards,
Bob . . .
AeroElectric Connection
////
(o o)
| |
| Go ahead, make my day . . . |
| Show me where I'm wrong. |
72770.552(at)compuserve.com
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
On Wed, 11 Sep 1996 joe(at)iu28.arin.k12.pa.us wrote:
> Bob Nuckolls,
>
> We just read your excellent article in the November SPORT
> AVIATION on GPS receivers. You indicate the GPS 2000 handles
> speeds to over 200 knots. I was under the impression that the
> boater's versions updated very slowly and weren't as accurate at
> high speed. At Kitfox speeds is this of much concern? The
> Lowrance Airmap sells for $900. What appears to be a similar
> Eagle AccuMap Sport sells for $600. What's the difference?
Mark replies:
>>Not true. The boaters versions update every bit as fast as the aircraft
>>versions. I'm not familiar with the AccuMap, but I have an AccuNav Sport
>>($350) and though it doesn't have maps, it does have plotting and it works
>>great! I also have a King KLX135A GPS/COMM and if anything, my Eagle
>>updates a little bit faster. I think both have approx 1 second update
>>rate.
Mark
<><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><><>
Mark Crafts Melbourne FL
mcrafts@digital.net http://digital.net/~mcrafts
Very funny, Scotty. Now beam down my clothes.
________________________________________________________________________________
| From: | "Brian Davies" <davies(at)users.africaonline.co.ke> |
| Subject: | Re: Shoreham Semminar |
Having just started receiving the e mail I do not know the date of the
Shoreham
Seminar. I live in Kenya but also have a home in Horesham and am a member
of Air South. Please advise the date! Brian Davies
----------
> From: RonSwinden(at)aol.com
> Subject: Shoreham Semminar
> Date: 05 November 1996 00:06
>
> Hi all. Bookings for the December semminar are coming along well so
if
> you want to be there please book NOW It just is not fair to the club
> officers (who are themselves building Europas and wish to attend the
talks)
> to have to deal during the event with people who roll up late. In the
past
> one or two people have just literally gatecrashed the event, they will
not
> be allowed to do it again at the expense of those people who have paid to
> attend.
> David Eves, the guy who did the video of the last event is unable to
cover
> this one. That is a shame, particularly for the o/seas guys so if anyone
> would like to have a stab at it would you please contact John Riddall at
> 01977 681632 to discuss the idea. You will not make a fortune but you
will
> help those people who cannot attend.
> Also we would like to borrow a modest sound reinforcement system for the
> quiter speakers if you have such a piece of kit and could bring it
along,
> again please ring John.
> See y there Ron Swinden No 33
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
| Subject: | much free time on my hands |
As many of you know, I am a Europa wannabe. Looks like next summer before
I can start one.......So, I am doing the next best thing - building a 40%
scale model of one. The model will be over 7 foot long and have a cavernous
space in the fuselage. Plan to be putting a GPS and laptop computer on board
for data collection. The model will be used to try out various modifications
before committing them to a full scale airplane. Some of the things I want
to investigate are:
1. The mono wheel is a logical solution to the original design objectives.
I want to investigate other options. The tail wheel has grown to 8" and
the wheels on the outriggers have grown also. How does the drag of an RV
style, faired and spatted two wheel conventional gear with a usual size
conventional tail wheel and no outriggers compare to the drag from the
partially exposed monowheel, enlarged tail wheel and trailing outriggers?
Ground handling should be very typical tail dragger.
2. Effectiveness and handling characteristics of spoilers added to the top
surface of the wing. Location would be behind the point of laminar boundry
layer detachment, i.e. around the 50% point. This should help reduce the
Europas tendancy to relaunch it self after a wheel landing. Tests won't be
totally predictive of full scale handling characteristics due to the
turbulent flow airfoil being used on the model but should be a good indication.
3. Evaluate different cowling configurations.
4. One of the main reasons for building the model is to work out the details
of vacuum bagging the flying surfaces. I have constructed a vacuum pump
from the compresser of a discarded refrigerator. The templates I am making
accurately duplicate the coring on the Europas foam wing sections so the
methods and techniques developed should directly apply to the full scale
wing constructon.
As this project is just getting underway I am open to any suggestions and
any areas that others would like to see investigated. Construction is going
to be as close to the full size plane as possible. Fusilage will use wet
lay up epoxy glass in female mold. Flying surfaces will be vacuum bagged
hot wire cut foam. Engine used will be a Zenoah G-62. Because of the
difference in Reynolds numbers the Airfoil used will be the Eppler E197
section rather than the laminar flow Dykins airfoil.
Steve Eberhart
newtech(at)newtech.com
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Hi thanks a lot to Klaus Dietrich and as ever useful contributions from
Graham Singleton. I still have a lot of unanswered questions about the
mod as issued. It would seem from the size of the supplementary tubes
issued that they are probably capable of taking more load than the original
frame? strange? Was it really only half as strong as it should have been?
I wrote the factory the day after the Chavenage fly in to suggest, as I
had done when the nylon blocks mod was issued, that they were the root of the
problem. I still haven't had an answer to my letter but I note that the
blocks have been dispened with?
Mike Dolph and I each made up test pieces of tube to glass structure and
this pm we heated them up with an ordiary hot air gun B&D I think, nothing
special and they came apart reasonably easy and clean. Being by now
thorougly cheesed off with the whole shebang and desperate to make some
progress we made up a rig using old 1/2" plumbing bits so that we could heat
up the two top pipes at once and, after a bit of a struggle with a pair of
old tyre leavers on wooden bearers to spread the load the top pair of tubes
came free. We put some 1/2" elbows with short stubs of pipe in them in the
inboard ends of the tubes and they exhausted the hot air away from the inside
of the tunnel without any bother.
We did similar fiddles with the lower tubes and finished up with the frame
in our hands. A great leap backwards as far as I am concerned now I've only
got to help get Carl Patt's frame out and we can send them back to KB and
start the installation bizz over again hoping to get them near enough to
where they were so we can still get the flaps ect to work OK.
Long ago I held a welding ticket, before tig that is but my worry about the
weld insitu idea is that I really don't like the idea of all that old grease
burned into the bearing and not being sure about the condition of the bronze
bearings so close to the welding. Also plenty of welders can do good welds
downhand if the weld site is reasonably accessable but a cramped welding
site, upsidedown is not conducive to good quality welds unless the welder is
better than very good and testing the quality of such a weld is practically
impossible in the circumstances. I had already fitted a grease nipple to
the bearing so should be able to flush it out with clean grease if
necessary.I'll do a bit on that for the next Flyer. In the end Y pays y money
and takes y chance. I have taken mine hopefully it will be ok when I get it
back in situ. When that happens I'll let you know.
PS If anyone is Kirby bound from this area will you call me or Carl mayhap
we can collaborate on returning the bits to and from the works.
All the best Ron S No 33 see y at Shoreham.
PPS Mike is still likely to try the insitu weld route I will let you know how
we get on.
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Mod 37 undercarriage |
Rolph Muller wrote:
> Klaus - es gibt wahrscheinlich ein Ausdruck fuer " you have just spoilt
> my day"!
I can speak NEAT/3, COBOL, C++ and RPG/400 but I find German too
difficult, can you please translate Rolph...thanks.
Dave
________________________________________________________________________________
| From: | bill(at)wynne.co.uk |
if you are interested here goes.
G-WWWG weighs 886 lbs; pilot 204 lbs; fuel 130 lbs 1220 lbs
Warp drive prop set to 19 degrees
Take-off roll from short grass, rolled field, slight uphill slope 185 meters
Rate of climb from 1,000 ft to 4,000 ft at 80 kts OAT 6C 1,080 fpm
Max straight and level at 5,500 rpm one up + full tank 141 kts
Comfortable cruise at 4,500 rpm one up + full tank 119 kts
Economy cruise at 4,100 rpm one up + full tank 105 kts
Fuel consumption (full tank to full tank) 16.4 litres (3.6 gallons) per hour
Smooth running requires precise management of the Mixture control
She is almost impossible to restart when still hot. Maybe there's a knack?
and she floats forever when landing
Bill W-Wynne N52=B036.7' W004=B004.5' (N Wales) 01654 710101/2/3(fax)
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
| Subject: | Re: GPS and appology |
> Bob Nuckolls,
>
> We just read your excellent article in the November SPORT
> AVIATION on GPS receivers. You indicate the GPS 2000 handles
> speeds to over 200 knots. I was under the impression that the
> boater's versions updated very slowly and weren't as accurate at
> high speed. At Kitfox speeds is this of much concern? The
> Lowrance Airmap sells for $900. What appears to be a similar
> Eagle AccuMap Sport sells for $600. What's the difference?
Mark replies:
>>Not true. The boaters versions update every bit as fast as the aircraft
>>versions. I'm not familiar with the AccuMap, but I have an AccuNav Sport
>>($350) and though it doesn't have maps, it does have plotting and it works
>>great! I also have a King KLX135A GPS/COMM and if anything, my Eagle
>>updates a little bit faster. I think both have approx 1 second update
>>rate.
Mark
Sorry about the "double post" on this item folks . . . I'd prepared
a file for appending my comments and then sent it without finishing
the job . . . a problem with working until 1 a.m.!!!
I've had a lot of e-mail, snail mail and phone traffice about the article.
I notice that many folk believe I'm recommending the GPS2000 as THE
receiver to buy . . quite the contrary. The intent of the article was
to open doors to all commers with low-end GPS products . . the GPS2000
just happend to be the first one I found and tried.
Early entries to the low-end GPS product line had some limitations for
displayed speed (only two digits in the display) or software limitations
that ASSUMED that nobody moving over 99 Kts would be interested in their
product. This technology and the commercial offerings are maturing
VERY rapidly. My suggestion is to check with your local marine and
outdoor recreational product suppliers. Pick ANY GPS product that
looks like it might be useful in your airplane and then buy it with
the proviso that you can return it for full refund if it doesn't work
for you.
If you're still building an airplane, forget the GPS shopping until
you've been liberated from your limited flight test area and then
go shoping. From the time I wrote the article until now, the GPS
2000 street price has droped $40. When you do try out a cheapie,
don't expect TOO much. Yes, it may drop out for a minute or two
after you execute a 90 degree turn pulling 2g's. It might fuss
about the number of satilites it can see if you don't figure out
a way to hold it up behind the windshield, etc. etc.
The point is that for a pitance in cash, you can probably put a
piece of hardware in you flight bag that will provide navigation
ability heretofore unheard of at 10 times the price. If anyone
finds something OTHER than the GPS2000 to be a useful cockpit
accessory, post it here and please let me know about it too.
This is where the "lists" can provide and exemplar service . . .
spreading the word on what works and what doesn't work.
Regards,
Bob . . .
AeroElectric Connection
////
(o o)
| |
| Go ahead, make my day . . . |
| Show me where I'm wrong. |
72770.552(at)compuserve.com
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Subaru EA81 - 118hp |
>>She is almost impossible to restart when still hot. Maybe there's a knack?<<
Have you tried full lean on the mixture? Maybe part open throttle too for a few
revs to clear it.
Graham
________________________________________________________________________________
| From: | John Cliff <jfc(at)oasis.icl.co.uk> |
In view of the traffic 2 or 3 weeks ago about the desirable accuracy
when mixing epoxy, I think it might help new builders who have yet to
actually start to repeat that :-
The Ohaus Portable Standard electronic balance, model LS200, offers a
resolution of 0.1gm and a claimed accuracy of 0.75 per cent (or 3
counts, whichever is worse). It has a tare facility and a maximum
capacity of 200gm. Costs about 90GBP.
Ohaus are on 01954 251343 in the UK and are also in US (it's a US
company), France, Germany, Spain, Canada, Japan and Mexico.
John Cliff
#0259
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Mod 37 undercarriage |
In message <328F590E.398D(at)querandi.demon.co.uk>, Margaret & Dave Watson
writes
>Rolph Muller wrote:
>> Klaus - es gibt wahrscheinlich ein Ausdruck fuer " you have just spoilt
>> my day"!
>
>I can speak NEAT/3, COBOL, C++ and RPG/400 but I find German too
>difficult, can you please translate Rolph...thanks.
>
>Dave
>
I was just asking for a translation - thought it might come in handy one
day - you never know!
--
Rolph Muller
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: That b frame |
In message <961117151435_1983542713(at)emout16.mail.aol.com>,
RonSwinden(at)aol.com writes
>PPS Mike is still likely to try the insitu weld route I will let you know how
>we get on.
Me too - I'm just waiting for my damper
--
Rolph Muller
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | Re: How's it going |
Badly, and we are'nt all George !
Graham C.
________________________________________________________________________________
| From: | markt(at)ayla.avnet.co.uk (Mark Talbot) |
| Subject: | Re: Subaru EA81 - 118hp |
>G-WWWG weighs 886 lbs; pilot 204 lbs; fuel 130 lbs 1220 lbs
>Warp drive prop set to 19 degrees
>Take-off roll from short grass, rolled field, slight uphill slope 185 meters
>Rate of climb from 1,000 ft to 4,000 ft at 80 kts OAT 6C 1,080 fpm
>Max straight and level at 5,500 rpm one up + full tank 141 kts
>Comfortable cruise at 4,500 rpm one up + full tank 119 kts
>Economy cruise at 4,100 rpm one up + full tank 105 kts
>Fuel consumption (full tank to full tank) 16.4 litres (3.6 gallons) per hour
>
>Bill W-Wynne N52=B036.7' W004=B004.5' (N Wales) 01654 710101/2/3(fax)
welding job yet - and if so, any comments?
Mark
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
>> Klaus - es gibt wahrscheinlich ein Ausdruck fuer<< Das hab Ich auch nicht
verstehen. Gibt es kein Ausdruck in mein Wortbuch.
Push out?
Tonight Pete Evans successfully welded up Jon Tye's U/C frame in situ. It took
3
hours and required 8 pints of amber anaesthetic afterwards to wash away the
dust. Not an easy job, especially with Jon and I standing around giving
superfluous advice.
Pete is now based at Gamston airfield but says it might be difficult to get
Europas into his shop. The job would be easier if the airplane could be lifted
up a couple of feet. Welding a foot above your face isn't very nice, especially
lying on your back. If the fuselage could be turned over it would be relatively
easy. Pete says there is no problem with embrittlement with this material (4130)
and TIG welding. However he remarked that trying to do the job with a gas welder
would be a good way of torching the aeroplane.
Graham
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Weight and balance survey. |
I'm working on the planning/design side of fitting BRS (Ballistic Recovery
system parachutes) to the Europa: The December issue of FLYER looks at BRS
in general, and we (Ian and I) are convinced...
It would be most useful (as well as being rather instructive) if anyone who
has finished a Europa -flying or not- could send me the following
information. Either post it for general consumption, or if you're slightly
touchy about being a fatty, email me direct!
Type (trigear or monowheel)
Engine/prop
Instrument fit (VFR simple, VFR complex, fully loaded)
Empty weight and CG location
This project is being conducted with the help of Europa, BRS, and the PFA.
The present scheme is to fit the BRS into or on the aft cabin bulkhead with
channels molded into the top fuselage shell either side of the doors (and
the roof) for the harness. These will lie under "rip away" covers. It's
unlikely that existing Europas will be modifyable (but not impossible) as a
special top molding will be required. It will mean giving away about 1/2 the
baggage allowance, but with new materials under development, it may
eventually mean that only 20 lbs needs to be sacrificed.
Thanks for your help.
Miles
________________________________________________________________________________
| From: | gemtec(at)iafrica.com |
| Subject: | Re: Weight and balance survey. |
Miles McCallum wrote:
>
> I'm working on the planning/design side of fitting BRS (Ballistic Recovery
> system parachutes) to the Europa: The December issue of FLYER looks at BRS
> in general, and we (Ian and I) are convinced...
>
> It would be most useful (as well as being rather instructive) if anyone who
> has finished a Europa -flying or not- could send me the following
> information. Either post it for general consumption, or if you're slightly
> touchy about being a fatty, email me direct!
>
> Type (trigear or monowheel)
>
> Engine/prop
>
> Instrument fit (VFR simple, VFR complex, fully loaded)
>
> Empty weight and CG location
>
> This project is being conducted with the help of Europa, BRS, and the PFA.
> The present scheme is to fit the BRS into or on the aft cabin bulkhead with
> channels molded into the top fuselage shell either side of the doors (and
> the roof) for the harness. These will lie under "rip away" covers. It's
> unlikely that existing Europas will be modifyable (but not impossible) as a
> special top molding will be required. It will mean giving away about 1/2 the
> baggage allowance, but with new materials under development, it may
> eventually mean that only 20 lbs needs to be sacrificed.
>
> Thanks for your help.
>
> Miles
>
require any info with regards to this issue.
Please let me know if there is something specific that I need to do to
cancel this mail
Peter
________________________________________________________________________________
| From: | "CHRISTOPH BOTH" <christoph.both(at)acadiau.ca> |
| Subject: | Re: Weight and balance survey. |
Thanks for bringing this up! I would certainly install a BRS if it
can be made available soon. I also understand Europa Aviation is
supporting this project.
Christoph Both #223, Halifax, Canada
Date: Tue, 19 Nov 1996 10:21:57 GMT
From: Miles McCallum <milesm(at)avnet.co.uk>
Subject: Re: Weight and balance survey.
I'm working on the planning/design side of fitting BRS (Ballistic Recovery
system parachutes) to the Europa: The December issue of FLYER looks at BRS
in general, and we (Ian and I) are convinced...
It would be most useful (as well as being rather instructive) if anyone who
has finished a Europa -flying or not- could send me the following
information. Either post it for general consumption, or if you're slightly
touchy about being a fatty, email me direct!
Type (trigear or monowheel)
Engine/prop
Instrument fit (VFR simple, VFR complex, fully loaded)
Empty weight and CG location
This project is being conducted with the help of Europa, BRS, and the PFA.
The present scheme is to fit the BRS into or on the aft cabin bulkhead with
channels molded into the top fuselage shell either side of the doors (and
the roof) for the harness. These will lie under "rip away" covers. It's
unlikely that existing Europas will be modifyable (but not impossible) as a
special top molding will be required. It will mean giving away about 1/2 the
baggage allowance, but with new materials under development, it may
eventually mean that only 20 lbs needs to be sacrificed.
Thanks for your help.
Miles
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
| Subject: | is at the printers . . . |
For those who have been asking about the next issue of
Kit Aircraft Builder, it goes to press today (Tuesday).
We expect our issues in Wichita in about a week. Thank
you for your patience . .
Bob . . .
________________________________________________________________________________
| From: | "Dino Baker" <DBA(at)biomed.fmc.flinders.edu.au> |
Hello All,
Re the Mod 37, Undercarraige.
The concern shown by all builders is in my opinion fully justified.
The question is, will the latest welding mods solve the problem
completely? Europa need to take a deep look at this and give a solid
assurance to builders. It goes without saying what the reaction from
builders will be after doing the welds in situ, or just fitting for
the first time, if the problem still occurs. Perhaps a total redesign
is warranted.
When you look at the short length from the pivot to the shock
absorber and then the long length from the axle, it is like a giant
'nutcracker'. Giving more support to the pivot tube may cause the
tube to be crushed next.
I intended to fit the frame in permanently 5 weeks ago but luckily
posponed it, due to not having all the u/c parts.
John Baker,
Frustrated builder #181
________________________________________________________________________________
| From: | Larry Portouw <72170.1636(at)compuserve.com> |
Bob wrote:
For those who have been asking about the next issue of
Kit Aircraft Builder, it goes to press today (Tuesday).
We expect our issues in Wichita in about a week. Thank
you for your patience . .
Bob . . .
What's "Kit Aircraft Builder?" All three of those words sound interesting...
Larry Portouw
Tampa, Florida
!
________________________________________________________________________________
| From: | Eric Evers <evers(at)avnet.co.uk> |
| Subject: | Re: Mod 37 undercarriage |
>>> Klaus - es gibt wahrscheinlich ein Ausdruck fuer<< Das hab Ich auch nicht
>verstehen. Gibt es kein Ausdruck in mein Wortbuch.
>Push out?
Graham, I think it is time you treated yourself to a new Woerterbuch. Your
guess is nearly there, it means 'expression' (as in 'phrase' or 'figure of
I think there is also much confusion with "es gibt" and "gibt es?" - get it?
Did you hear the one about the computer which could transtate English to
Russian and vice versa? While being tested it was fed with the Ausdruck
(just testing you): "Out of sight, out of mind" to translate into Russian
and then back into English. The result was "Invisible and insane". The old
PS: If I use the facility of generating ascii characters by keying Alt+[nnn]
For example Alt+ [153] generates upper case 'O-umlaut'. It works here on
my screen: (=D6) so I could use the proper spelling of "W=D6RTERBUCH". I am
using Eudora Light. I wonder whether it is properly received by enough
e-mail editors to make it worth using when the need arises. Please don't
Maybe just try changing your 'signature' to include: (=DC) [Alt+ 154] for
Mit freundlichen GR=DCSSEN von Eudora Light.
Eric Evers
Ayrshire, Scotland
Ham: GM0 BVK
________________________________________________________________________________
| From: | Bearder/Barraclough <106313.2726(at)compuserve.com> |
| Subject: | rcarriage Mod.37 |
Northern UK Builders,
Pete Evans plans to travel up to Alnwick, Northumberland to do the welding
on my frame in situ on Wednesday 27th November. If any of the northern
builders wish to trailer their pride and joy here ready prepared for the
job, give me a ring (01665 577475) or e-mail me. Pete has agreed to do two
if it's possible to arrange.
Regards,
David Barraclough
#13
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
---------- Forwarded Message ----------
From: Larry Portouw, INTERNET:72170.1636(at)compuserve.com
RE: What's KAB?
>What's "Kit Aircraft Builder?" All three of those
>words sound interesting...
Kit Aircraft Builder is a new publication (now printing its
5th issue) comming on line in California. It's put together
by one Charles Coyne who used to publish for the hobby automotive
crowd. Chuck and I have co-misserated about the dearth of
periodical publications truly devoted to building airplanes.
The first issues of Sport Aviation were probably a few sheets
of paper run on Paul's mimeograph machine and contained NOTHING
but builder help info. Now, if you divide the total pages
of current publications (which purport to support builders) by
the number of pages devoted to builder issues, I'd be surprised
if the number exceeds 20% on most rags, less than 10% on others.
Now, I'm NOT whacking on any particular magazine . . . their managers
have made personal/business decisions about where their product should
be going . . . none-the-less, I believe and many join me in the notion
that there's a new opportunity to service the builder INDUSTRY.
I've joined the editorial staff of KAB and will supply a feature
article plus a regular Q/A column in every issue. I'll also be
looking for topical articles from YOU . . . the builders . . . that
can be put together for publishing. If you don't fancy yourself a
writer, let's co-author something . . . I'll help.
If the amateur built industry is to thrive, it must become BETTER
that BPC&M ever were. In many respects (performance, cost, regulation)
we've achieved that goal but there's a LONG way to go. Timely, open
forum communications and sharing of ideas is key to our future
success. It's my goal that KAB, along with the AeroElectric
Connection, become an integral part of the communciations channel.
All of my subscribers will be receiving a sample copy of KAB in the
next few weeks (they are off the press yesterday). Sample copies
are avialble to anyone who is interested in looking it over . . .
drop a note to Charles Coyne at 102125.2540(at)compuserve.com. Anyone
with an idea to share or a request for coverage on some topic can
forward their thoughts to either Chuck or myself.
KAB and/or the 'Connection could go the way of those before us . . .
sell advertising, do mass promo mailings, offer credit cards and overpriced
insurance, etc. . . . or they can become useful tools to those who
pay the price of a subscription. Treat them like your own and let
us know what you NEED to see in print or SHARE with those who follow
you. Folks, we can do something really good here . . .
Regards,
Bob . . .
AeroElectric Connection
////
(o o)
| |
| Go ahead, make my day . . . |
| Show me where I'm wrong. |
72770.552(at)compuserve.com
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Klaus Dietrich <101613.3377(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
..."you have spoiled my day"...Das wuerde ich auf deutsch mit ...."du hast mir
meine gute Laune verdorben".... uebersetzen.
Litteraly this means: you have just juined my good humor...
By the way, Graham the "Umlaute" didn't come through to my e-mail. However they
work in some Compuserve Forums.. at least thats what my kids are pretending.
A, U, O, dos this come through as " Umlaute" ?
Mod 37:
Guenther just made a Mod 37 outside of the plane and he used a spacer made out
of a metal tube with a bolt in it at one end what enables you to adapt its
length by turning out the bolt and really block the tube between the middle and
lower horizontal tubes. When welding you also have to make a small hole (2 mm)
in each tube you are welding to let escape the hot air - if not the hot air will
escape explosivly by making a large hole close to the weld. (it happened to me
and it looks not very nice althogh you can close those holes again by welding)
I also put a grease nipple in the middle of the bearing in the following way:
make a 6 mm hole in the middle than weld a M8 nut on this hole - you can now
screw in a M8 nipple. (easy isn't it ? - you may of course use also appropriate
inch nut and nipple)
Viel Spas und viele Gruse
Klaus aus Wien
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Hi this pm we got Mike Dolphs frame welded insitu. Time taken about 31/2
to 4 hours from a previously cleaned frame engine was out. Fus mounted
on stand to start with then on one side then the other resting on soft
cushions. The only trouble was caused by the grease being shot out the grease
nipple hole and catching fire. We also had a bit of a job kepping it off the
weld area. Also we could perhaps have done with the odd vent hole in the
tube bundle as the two down tubes objected to the final sealing weld but all
standard welding stuff really. It is a finally balanced judgment in or out
as I said before yer pays money .... Someone from abroad again asked me date
of Shoreham semminar 7/8th Dec call John Riddalls on 01977 681632 if pos
we know the problem of o/seas payments so payment on the door is aceptable
FOR O/SEAS VISITORS ONLY. Ron S No 33
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Mod 37 undercarriage |
Reply to Klaus Dietrich
>> When welding you also have to make a small hole (2 mm)
in each tube you are welding to let escape the hot air<<
Experienced welders would know that. Sorry it happened to you.
You could also block the tubes to prevent distortion by wedging the two new
sloping tubes tightly before tack welding.
Some means should be arranged, preferably before the welder clocks on.
Umlauten? No, they didbn't come through. Regards to Guenther, could you please
ask him what size a single radiator should be for the Rotax 912 and is there an
existing one for a car?
Wiederheuren
Graham
________________________________________________________________________________
| From: | stirling(at)ayla.avnet.co.uk (Chas Stirling) |
| Subject: | Re: Europa_Mail:Maiden Flight |
EUROPA G-EESA Flew today (20/11) at Kemble in the hands of Melvin Cross.
Flew for 40 minutes and went well. Stall behaviour was reported to be
excellant with strong airframe buffet 5k before stall and no wing drop
when ball centred-just heavy nodding. No stall strips are fitted and
would appear to be superfluous in this case.
EA 81 Subaru engine performed well and stayed extremely cool through
out the flight.
A big thanks to all the supporters of this list particularly Graham S
(My Inspector) who's flying reports and updates kept me going when
the "dream" was still a dream and I intended waking up 6 months earlier!!
Hopefully we will start to hear more and more of the positive sides
of Europa ownership as they continue to hit the air in increasing
numbers. I must say having had my life hi-jacked by this aircraft
and my concentration span reduced to 2 minutes unless Europa related
subject, finally watching it slip into the air confused the hell
out of me!
Chas Stirling
No.25 G-EESA
________________________________________________________________________________
| From: | ians(at)flyer.co.uk (Ian Seager) |
| Subject: | Re: Europa_Mail:Maiden Flight |
>EUROPA G-EESA Flew today (20/11) at Kemble in the hands of Melvin Cross.
>Flew for 40 minutes and went well. Stall behaviour was reported to be
>excellant with strong airframe buffet 5k before stall and no wing drop
>when ball centred-just heavy nodding. No stall strips are fitted and
>would appear to be superfluous in this case.
"in this case" ... is there something non standard that you have done to
your wings?
Congratulations
Ian
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
http://www.avnet.co.uk/flyer/flyhome.html
________________________________________________________________________________
| From: | Robert Duckmanton <robduck(at)ix.netcom.com> |
I am seriously contemplating building the Europa. I live in Oregon,
USA. and would like to hear from anyone on the West Coast of the US who
has a similar interest or who is already embarked on the project. I
plan to get into the project around the middle of '97 as soon as I have
arranged the use of garage space and set up the necessary workshop
items.
________________________________________________________________________________
| From: | gemin(at)cix.compulink.co.uk (Graham Clarke) |
| Subject: | ensing with dispenser |
Thankfully now surplus, cleaned and back in its box and ready to help a
new builder, one variable ratio epoxy pump - half price plus carriage,
call (44) 0131 336 1193
Graham C.
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Mod 37 undercarriage |
In message <961120211859_101613.3377_JHP46-1(at)CompuServe.COM>, Klaus
Dietrich <101613.3377(at)compuserve.com> writes
>A, U, O, dos this come through as " Umlaute" ?
Vielen Dank fuer die bersetzung. No Umlaut's I'm afraid. I've tried it
with Eric's suggestion for the
--
Rolph Muller
________________________________________________________________________________
| From: | D Reed <dreed(at)cdsnet.net> |
| Subject: | pa -Oregon Interest |
Hi Bob
Saw your communication re Europa interest. I am in Grants Pass
flying out of 3S8 and have had an interest in the Europa for some time
but as yet like you have not taken the plunge. Perhaps later is just as
well in this instance as the undercarriage problems should all be
resolved by next year and the mods incorporated into the kits.
Took the demo flight at Arlington this year and was impressed with the
overall performance. There are several RV 4 &RV6's down here and one
Glasstar being built,the latter also interests me.
Built a Stits Playmate in the late 60's but have not tried my hand at
composites,frankly it sounds more demanding than either tube & fabric
or alum./rivets.
Just for something to do I am constructing a workshop inside my hanger
20x10, [I may get serious one of these days].Jo County are getting real
chicken ---- these days re people working or keeping stuff in hangers,
both county and private owned,but thats a story for another day.
Recently went to Florida and visited the Europa depo at Lakeland where
a guy from Jacksonville FL had his plane in for a minor mod and then
over for upholstering on the same field.He had a subaru engine in his
rather than the Rotax 912/914 which I think is getting a bit spendy.
Think there is a europa being built in the Washington area ,he may
answer your enquiry also.Anyway,monitor the Europa mail to get a good
idea of progress.
will let you know if I decide to do anything further.
Derek Reed
Bob -tried to send this to your net address robduck(at)ix.netcom.com
but unable to get contact,please contact .
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Do any of you wizzes have , or know of a programme that would help me draw a
presentable looking circuit diagram for my Europa. I can understand my own
efforts but I shudder to think what anyone else would make of it. I got to
try a panel planner which I thought might have a circuit programme on its
back but if it had I couldn't find it, nor for that matter could I get the
panel planning bit to do much either. Ron S No 33.
________________________________________________________________________________
| From: | stirling(at)ayla.avnet.co.uk (Chas Stirling) |
| Subject: | Re: Europa_Mail:Replies and revisions |
1. All, Thanks for good wishes.
2. Ian, Wing is standard as far as that is posible with a home
build.
However, with just over 3 hours on the clock now the flight
envelope has been expanded to reveal the following. Clean
the pre stall buffet is perfect (unmistakable), however
flying at around 1300 lbs. in landing configuration the
buffet apparent at light weight has disappeared and so
we will go again with the smallest stall strips possible
to recover the situation.
Generally being a Piper/ Cessna driver I find it absolutely
astonishing how crisp and responsive these beautiful planes
are in the air. If you have any hooligan tendancies this
plane will turn you into a bad man!
3 Tony, What will I do in the evenings now?
The wife suggested therapy "so you can relate to people
who are not interested in aeroplanes" Sad world init!!
Chas Stirling
N0.25 G-EESA
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: >>Circuit diagrams |
>>Do any of you wizzes have , or know of a programme that would help me draw a
presentable looking circuit diagram for my Europa.<<
Do you really need to? It has already been done. You could use the circuit for
a
piper or whatever or better still use one of Rob Nuckolls circuits. No need to
reinvent the wheel. You'd be sure to end up with a flat on it somewhere anyway
((:-)
Graham
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
I have been talking to John Riddalls today with regard to taking some
bits down to get them post cured at Chelsea College, and he says that he
has only had three people interested in using the service, and hence not
enough to fill the oven.
This is a great opertunity to get the post curing stage over without
having to resort to building blue foam boxes in the workshop etc.
If anybody is interested then please contact John on 01977 681632 as
soon as possible, otherwise the use of the oven will be cancelled:-(
Regards,
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: >>Circuit diagrams |
Graham Singleton wrote:
>
> >>Do any of you wizzes have , or know of a programme that would help me draw
a
> presentable looking circuit diagram for my Europa.<<
>
> Do you really need to? It has already been done.
> Yes, you do.
There is no replacement for your own circuit diagram with all the
relevant connectors, pin numbers, cable numbers, harnesses and tag
strips etc. marked on the diagram. To suplement the circuit you should
also maintain lists of the following:
1. Electrical equipment list detailing:
Equipment, voltage, current & power
Cable size, cable run length & required protection
2. Electrical equipment connections
Equpment, connection pins etc, cable colours, function
3. Connector pin-outs
Reference, pin, cable colour, cable marking, function
4. Harness summary
Harness number, cable numbers contained
Don't use cheap commercial plugs, sockets or switches, they are
guranteed to fail.
Mark all cables with heat shrink cable markers, I use the following
system:
11.013-18
where 11 is the system number i.e. Radio, transponder etc.
013 is the wire number
18 is the wire size in AWG
I know this might seem a bit involved, but I can assure you that it will
be quicker in the long run. This is preferable to working it out on the
fly, no pun intended, freezing my n**s off in the workshop only to find
it doesn't work, or I have forgotten what I did at the last session, far
better to work it out all first sat in front of a log fire:-)
We use a package at Farnells that may be suitable, I will get the
details on Monday.
Regards,
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Hi yesterday we took Carl Patts frame out. We used two heat guns and two
manifolds formed from old pumbing fittings so that we had heat on all four
tubes at the same time. The operation was much less painful than mine we
simply leaned on the old tyre leavers till the top came free and then
leavered out the bottom tubes. The redux tends to stay in situ relativley
undamaged so that gluing the frame back after welding looks like being
fairly staightforward.(We hope) We used in all 2 off !/2" X 3/4" x1/2"
tees and eight off 1/2" elbows and a few bits of 1/2" pipe to join it all
up( 4 offf the elbows were to direct the hot air away from the insides of the
fus' ) all the fittings were out of the scrap box and were only pushed
together and some may have been 15 mil rather than 1/2" don't know it doesn't
matter.
Do not take any sort of a hitting wepon to the job of freeing the tubes just
put leavers in place with protection on the bulkhead and push firmly till
the tube is hot enough to come free. It does not reattach in any significant
degree as it cools. Ron S No 33 n' Carl Patt'
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: >>Circuit diagrams |
Ta for all the many contributions re circuit diags aint E-mail majic Ron S
No 33
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: Circuit diagrams |
In message <961122183316_1251566949(at)emout05.mail.aol.com>,
RonSwinden(at)aol.com writes
>Do any of you wizzes have , or know of a programme that would help me draw a
>presentable looking circuit diagram for my Europa. I can understand my own
>efforts but I shudder to think what anyone else would make of it. I got to
>try a panel planner which I thought might have a circuit programme on its
>back but if it had I couldn't find it, nor for that matter could I get the
>panel planning bit to do much either. Ron S No 33.
Speaking as a DOSman there are now quite a few cheap and cheerful CAD
programmes on CDrom for around a tenner from the high street outlets
like Currys and PCWorld. By no means as sophisticated as the Autocad or
any of the other high end (and cost) systems they mostly follow the same
routes. The trick in most cases is to build up the circuit from symbol
libraries (or create your own set) to represent items like switches and
breakers etc. and simply join the relevant bits together with straight
lines.
You can also do a half reasonable job with CorelDraw again by inserting
predrawn symbols either self created or available within some of their
own standard libraries. Earlier versions like release 3 now are being
remarketed on CD as cheap entry level packages aimed at educational
users etc. Corel handles text and graphics with great ease and the
results will look extremely professional.
The nice thing about Corel is that with a scanner you can make a more
readable diagram by scanning illustrations from catalogues of the more
recognisable bits of an aircraft's electrics and draw the logical
connections with simple lines.
Autocad market AutocadLite which again will handle this quite well but
is now starting to become a bit pricey and hardly worth outlaying unless
you needed a full blown CAD system for other purposes.
Proper circuit oriented programmes like Quickroute which are aimed at
printed circuit board layout and design have facility for producing
ordinary circuit diagrams and the entry level version costs around 30
pounds. I have an old version which I often use to knock out all manner
of circuits though it lacks some versatility and breaks some Windows
rules.
All the examples quoted are vector oriented and will run under Windoze.
Windows Paint could be used at a pinch but being bitmap oriented the
results will be bitty at best.
--
Graham E Laucht
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
RonSwinden(at)aol.com wrote:
> The redux tends to stay in situ relativley
> undamaged so that gluing the frame back after welding looks like being
> fairly staightforward.(We hope)
Why does the frame have to be 'glued' back in place, I thought the Redux
was only acting as a pad to clamp the frame and spread the load etc.,
the fact that it 'sticks' it is superfluous?
Maybe it would be better not to glue the frame back as it will make the
next series of mods easier to do:-(......hm
Regards,
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
PS The mod still has to be done for the Tri-gear according to the
factory:-(
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Europa_Mail:Replies and revisions |
>
> 3 Tony, What will I do in the evenings now?
> The wife suggested therapy "so you can relate to people
> who are not interested in aeroplanes" Sad world init!!
>
Hmmmm, "people who are not interested in aeroplanes". Now there is a
strange concept, I thought everyone was interested in aeroplanes :-)
Tony
#272
Just spent the weekend getting my !@#_)($ port spar to stay level on
its jig. Finally solved it but brain is still fogged from bondo fumes.
I hate it when the manual uses the word "simple" :-)
--------------------------------------------------------
Date: 11/25/96
Time: 14:29:32 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | rument Panel Electrics |
Instrument Panel Electrics
With all the communication regarding circuit diagrams I was wondering (as I'm
planning mine too ... must be the colder weather ...) if anyone has used the
Power Panel available from Aircraft Spruce.
Its a self contained power distribution panel which includes most commonly used
switches and circuit breakers as well as a Cessna type split master switch. The
heavy duty printed circuit board replaces all busbars and includes build in
relays for the landing lamp circuit and the radio master bus. The radio master
bus has an integral filter circuit which attenuates noise on the supply.
Seems like it would cut out much of the wiring donkey work as everything just
wires into it.
The only drawback I see is that the only real place to put it is the pilot side
lower panel (where I think most builders are putting their engine instruments).
However, it works well there and I have replanned my panel accordingly. I am
intending to position the 2 inch dia. engine instruments vertically on the right
hand side to the left of the radio panel - where they just go. Bit like a
Bonanza. This position ensures good line of site.
My full scale drawing shows everything fitting together well position wise - but
it is a very small panel! I just have room for a Terra GPS, Com and Transponder.
Europa in Lakeland tell me that Kim Prout in California uses it in his panel
although I think he uses the smaller panel.
I think its worth looking in to.
Regards
Martin Tuck
#152
Wichita, Kansas
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
>Do any of you wizzes have , or know of a programme that would help
>me draw a presentable looking circuit diagram for my Europa. I can
>understand my own efforts but I shudder to think what anyone else
>would make of it. I got to try a panel planner which I thought
>might have a circuit programme on its back but if it had I couldn't
>find it, nor for that matter could I get the panel planning bit to
>do much either.
There are many, many "drawing" programs for both the MS-Dos and Mac
worlds and I've seen them used to develope some pretty credible
documentation but for most builders I would advise the following:
Unless you are ALREADY fluent and agile in some form of drafting
software (AutoCAD, CadKey, MicroCad, etc) . . . .
-AND- unless you have a pre-packaged symbols library that produces
symbols you like . . .
-AND- unless you have no better way to spend time on your project
than to sit for hours at the computer to pretty up what you already
know . . . .
Then consider using a three ring binder and quadrill (square lined)
paper (hopefully printed in non-printing light blue ink) to document
your wiring.
Put only one system on each page. E.g. the landing light should show
power path and components used to wire from the bus, out through a
fuse or circuit breaker to the switch and on to fixture and back to
ground. Put wire gage notation on the line representing conductors
(I use 18AWG, 22AWG etc.)
Build a list of reference designator for purchase materials other than
wire. Assign numbers to switches (S1, S2 etc) light fixtures A1, A2 . . .
lamp bulbs (L1, L2), rotating machines . . (Alternator = M1, starter = M2
etc), capacitors (C1, C2), Resistors (R1, R2) and so on. Use these
reference designator numbers on each page of the wiring diagram.
Here's where the computer comes in handy . . . use a simple data base
program (Pc-File, Access, etc) to list your reference designators
and document their part number, description, and who manufactures it
(not the distributor or dealer who sells it). Some builders also include
a column for load information (amps) and perhaps a column for where it's
located in the airplane on on what page of the wiring diagrams it appears.
While putting things together, draw the diagrams free hand, keep a large,
soft, art-gum type eraser around to make changes cleaner and easier. Neat
doesn't count at this stage of the game, just get the information down
in a legible, accurate form.
When your airplane is all done and during the first following days of
lousy flying weather, sit down with straigh edge, symbols template,
eraser, and do a careful redraw of your shop documents. Do a final
edit of your reference designator list and print it. Photocopy these
documents so that the blue guide lines drop out of the finished drawing.
Spray the copies very lightly with clear Krylon or other moisture sealant
and allow to dry. At this point, some builders have their pages laminated
(Not in the heavy, sign making plastic but the lighter, more flexible
stuff used in schools). This is a really good move because photo copy
toners tend to transfer to other sheets . . . especially plastic ones
although the Krylon slows that down somewhat.
Make an extra copy and put it away somewhere safe . . . you're going to
want to sell the airplane someday and the future owner would really like
to know that you know where all the wires go so that he'll know too!
If you REALLY want to do CAD drawings, I recommend AutoCADLite, a low
cost version of AutoCAD that will understand the wirebooks in progress
and symbols library that I will GIVE you. I have a disk which contains
many, many drawings and virtually all of my symbols library that you can
download from Compuserve's maintenance library, or I'll send it on IBM-PC
3.5" disk. The contents of this disk will afford you the fastest route
to really professional drawings. I'll even throw in a copy of Jim Button's
stone-simple but very utilitarian data base program called PC-File. It's
about 10 years old but runs like lighting on modern PCs and does exactly
what I need it to do.
For those who would like to mark individual wires (nice but in most cases
not necessary except for very complex airplanes) get some Avery mailing
lables and an disposable black ink drafting pen (Pilot makes some really
nice ones) and some clear heatshrink. Plan out a wire numbering convention
which may be as complete as system designator (L for lighting, P for dc
power, H for heating, etc), circuit number, segment letter and wire size.
This system is used on may certified airplanes. For most homebuiders, it's
a waste of time. It takes a lot of time to plan and install and will be
of very little help in the future. You could consider something as simple
as a number for each wire segment. Assign the numbers serially and don't
worry about which numbers are used in which system or even what gage the
wire is. Just be sure you don't use the same number twice.
Here's another application for a simple database document. Make a log book
for wiring. Number lines 1 through however many it takes. As each wire is
labeled, record the wire's system, function, gage and where each end of the
wire can be found.
Use the ink pen to write the number on a piece of Avery sticky back label
material. 22AWG wires let you put on only one label . . . 2 AWG wires
need a column of the designators so that the label can be read from any
angle. Cut the label out and stick it to wire, about 2 inches from the
terminal end (you gotta do this before the terminal is crimped on!!!!)
and put a piece of clear heat shrink over it.
The techniques I've described above are about the simplest way I know
for the amateur builder to get his project's wiring documented without
turning it into a several hundred hours task. I've got thousands of
hours experience in AutoCAD and a library of hundreds of drawings I can
steal previous work from to make new projects go faster but unless you
already use AutoCAD or a similar program. Even so, it takes me 20-100
hours to do wirebooks in the Glasair/Lancair class airplanes. I think your
time is better spent doing nice work on the airplane and doing a NEAT job on
the
documentation by hand.
Regards,
Bob . . .
AeroElectric Connection
////
(o o)
| |
| Go ahead, make my day . . . |
| Show me where I'm wrong. |
72770.552(at)compuserve.com
http://www.aeroelectric.com
________________________________________________________________________________
A few weeks ago Barry Wrenford and others rightly lamented the lack of an
index in the build manual for the Europa.
I have now found time to compile one, which is basically an index of
appropriate sub-headings. This only applies to the new manual, not to
manuals containing Preliminary Issues.
The index was generated in Corel Ventura, which as far as I know cannot be
exported, so Peter Thomas has very kindly used his expertise to make my
printed output into a downloadable file in Word format.
This file is available via f.t.p. It has been placed in the Europa
sub-directory of the Pub directory at the address ftp.avnet.co.uk. The
filename is euroindx.zip
It is compressed and will need unzipping to be used.
I hope you will find it useful.
Regards
Roger
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Instrument Panel Electrics |
In message <961125040251_102034.2747_BHC78-3(at)CompuServe.COM>, "Martin
J.Tuck" <102034.2747(at)compuserve.com> writes
>My full scale drawing shows everything fitting together well position wise - but
>it is a very small panel! I just have room for a Terra GPS, Com and Transponder.
You will need to be careful with the positioning of the Terra units -
the Com and Transponder are very long (but I don't know about the GPS).
I fitted mine above each other on the RHS of the panel, although I have
seen them side by side, but this does need part of the mounting rack
trimming away on one of the units!
--
Rolph Muller
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | rument Panel construction |
Really dumb question here:
Thumbing through the Aircraft Spruce catalogue I have got totally confused
about which nut and bolt works best to hold the instruments (Alt, ASI, T&S
etc) into the panel. The catalogue talks about "instrument mounting nuts"
(p72 and p275) but these look perhaps overly complicated for the Europa
removable panel. I would be grateful for any comments from those well down
this path.
Also, what length of bolt is necessary?
John Bampfylde, #130
________________________________________________________________________________
Reading the various postings on the internet regarding the main gear frame,
there seems to be quite a bit of confusion as to the whys and wherefores.
It would seem timely to clarify the situation.
Approximately three months ago we were contacted by a couple of builders who
said that they had either had a total or partial collapse of their main gear
frames. They assured us that this was not the result of a heavy landing but
what could be considered normal operations. We were a little surprised at
this as YURO had completed over 1500 landings, two other company aircraft
G-ELSA and G-ODTI had similarly operated without any problems and there were
also over 20 builders' aircraft flying without any reported incidents;
however, we took these reports at face value and instigated a series of
tests. A rig was constructed which simulated the fuselage and engine weight
and a series of drop tests were done on several frames to destruction. We
found that a drop exceeding 10 feet per second was required to simulate the
type of failures that we had seen. However, it is very difficult to
simulate the exact dynamics of a landing aircraft on a test rig and even
though we simulated a side load by dropping the gear on to a sloping side
plate to impart a side load, we cannot be sure that this reproduced
faithfully what may have been experienced in the field. We came to the
conclusion that, if indeed our builders had not had a heavy landing, then
there was clearly something at work that we could not fully simulate on our
drop test rig, and if our builders were to be believed, and we did believe
them, then we would need to increase the strength of the main gear. The
failure was caused by the bottom member starting to bend; this was largely
due to the forces on the swinging arm being taken in single shear. We
brought out a modification which consisted of two U bolts that not only
increased the strength but reduced the bending of the bottom member by
putting the load into double shear. This was hastily sent out to all our
flyers and I took several of these to the Europa weekend at Tetbury. The
vast majority of the builders present did not like the idea of some sort of
bolt-on fix and, to be honest, it is not our preferred style of engineering.
Indeed we intended to update all new frames to a spec using welded members.
The builders present at Tetbury thought that they would be disadvantaged by
fitting a bolt on fix. Basically, I heard them loud and clear and agreed to
give all the builders the benefit of what would be a later design. This,
of course, would involve some work for our builders and we wanted to carry
out further tests to really make sure that we had fixed this once and for
all. We spent another week and a half welding in place various tubular
members of various thicknesses testing each one to destruction. We started
with an overkill situation and on testing we considered that this would be
too strong. At this point I ought to just clarify what the goals for the
strength of this part are: that the pilot of a Europa should be able to land
quite robustly on his farm strip without fear of any undercarriage failure
but, in the case of a genuine crash (no option but the ploughed field ahead)
the best and safest thing to happen is that the tubular structure
progressively collapses absorbing energy, allowing the aircraft to sink onto
its belly and thus be in a stable position to slide over the field. What we
do not want in this scenario is a gear that is so strong that, should the
main wheel fall into a ditch, the aircraft is catapulted head over heels or
that the entire main gear/engine assembly is ripped out of the aircraft
necessitating major repairs or worse still entering the cockpit area and
injuring the pilot/passenger.
What we have put out as mod 37 is in our considered view the best way
forward. We brought G-ODTI into the shop and found that it was a very
straightforward operation to complete in situ and several of our builders
have now similarly completed the mod without problems. You need the
services of a competent professional "tig" welder. One of our builders,
Graham Singleton, preferred to remove the frame for welding and, by applying
a heat gun to the frame to soften the adhesive, found that it could be
removed without damage. Carl Pattinson and others have also done this
successfully.
If we were starting to see a problem with the main gear as more and more
aircraft enter service then, as a company we needed to take this seriously
for all our sakes. We have done just that, and I know that it is
frustrating particularly for our builders who are flying or were just about
to, but we have no alternative but to put safety first.
Sincerely
Ivan
________________________________________________________________________________
>Dave and Margaret Watson wrote re Mod 37:-
>
>PS The mod still has to be done for the Tri-gear according to the
>factory.
The Tri-gear itself does not need Mod 37, but if a monowheel Europa is going
to be converted to a Tri-gear, and if it is going to be flown as a monowheel
before the conversion, then it will need Mod 37.
Hope this will help some people avoid doing unnecessary work.
Regards
Roger
>
>
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Instrument Panel construction |
In message <199611251921.IAA07183(at)mako.netlink.co.nz>, John Bampfylde
writes
>Really dumb question here:
>Thumbing through the Aircraft Spruce catalogue I have got totally confused
>about which nut and bolt works best to hold the instruments (Alt, ASI, T&S
>etc) into the panel. The catalogue talks about "instrument mounting nuts"
>(p72 and p275) but these look perhaps overly complicated for the Europa
>removable panel. I would be grateful for any comments from those well down
>this path.
>
>Also, what length of bolt is necessary?
>
>John Bampfylde, #130
>
On this occasion I would buy the fastening screws from Light Aero Spares
- they sell dome headed black brass screws and lock nuts which look
better and are cheaper than the Aircraft Spruce ones and are certainly
not complicated - can't remember the length but if you give them the
panel thickness etc. they will sort it out. The DI and horizon use the
same bolts, although the instuments are threaded and you will have to
watch the bolt length - you'll almost certainly need to cut them short.
Any problems sorting this out with them, then come back to me - they
probably have a record of what I originally bought.
--
Rolph Muller
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
In a message dated 25/11/96 15:17:33, you write:
<< Why does the frame have to be 'glued' back in place, I thought the Redux
was only acting as a pad to clamp the frame and spread the load etc.,
the fact that it 'sticks' it is superfluous? >>
Sorry Dave I used "glued" a bit tounge in cheek but the tubes would i think
be better on a fresh bed of redux they may not sit and fit too well if the
welding distorts them a little. Ron S No 33
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
RonSwinden(at)aol.com wrote:
> Sorry Dave I used "glued" a bit tounge in cheek but the tubes would i think
> be better on a fresh bed of redux they may not sit and fit too well if the
> welding distorts them a little. Ron S No 33
Must admit I say the same type of thing sometimes. I once said to Ivan
that I had just 'welded' the TP5's and TP6's in, and he actually thought
that I had attempted to weld them instead of gluing them! He should have
known better, we have known each other for 19 years.
However, when you "glue" them back in how about greasing the frame so it
doesn't stick? Just a thought.
Regards,
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Instrument Panel construction |
>Really dumb question here:
>Thumbing through the Aircraft Spruce catalogue I have got totally confused
>about which nut and bolt works best to hold the instruments (Alt, ASI, T&S
>etc) into the panel. The catalogue talks about "instrument mounting nuts"
>(p72 and p275) but these look perhaps overly complicated for the Europa
>removable panel. I would be grateful for any comments from those well down
>this path.
>
>Also, what length of bolt is necessary?
>
>John Bampfylde, #130
>
>
The main point about instrument nuts and bolts is that they are non-magnetic
-hence brass or some forms of Stainless steel -better known as CRS
(corrosion resistant steel) in the aircraft biz; your exhausts are probably
made from Stainless -not that you'd know from the amount of rust usually on
them....
Instrument nuts are non-magnetic captive nuts designed to fit both the
length of the hole, and to pop out tangs into returns machined in the front
of the hole.
Even 'though suitable "ordinary" CRS or brass nuts are available, I would
still advise using the proper items: makes releasing an instrument a one
tool job, and there are bound to be times when you want to take something
out (or even just loosen it) without removing the entire panel.
Miles
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Instrument Panel construction |
>>- can't remember the length but if you give them the
panel thickness etc. they will sort it out.<<
Panel screws. Just buy them long enough for the longest instrument and cut down
if necessary.
Tinnerman make neat self holding instrument nuts which clip into the holes of
things like ASI and Altimeter. They're expensive but can sometimes be found
surplus. Advantage is they act like captive nuts so you can fit the instrument
from the front without having to screw on nuts down the gap between the
instruments.
Graham
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Instrument Panel construction |
In message <961127000036_100421.2123_JHU89-3(at)CompuServe.COM>, Graham
Singleton <100421.2123(at)compuserve.com> writes
>you can fit the instrument
>from the front without having to screw on nuts down the gap between the
>instruments.
This is no doubt an advantage if you have to maintain an instrument
since you don't need to remove the panel - howver IMHO the panel looks
neater with them fitted from the rear - depends what you want really.
Fitting the nuts is no problem with a small socket set.
--
Rolph Muller
________________________________________________________________________________
| From: | jbamfyld(at)netlink.co.nz (John Bampfylde) |
| Subject: | hy's Law and some others |
The following are a collation of Murphy's law and other truisms, edited with
homebuilders in mind. I apologise for the length, but here they are anyway:
Nature sides with the hidden flaw.
Ralph's Observation:
It is a mistake to allow any mechanical object
to realize that you are in a hurry.
Manly's Maxim:
Logic is a systematic method of coming to
the wrong conclusion with confidence.
MURPHY'S LAW:
If anything can go wrong, it will.
Murphy's Corollary:
Left to themselves, things tend to go from bad to worse.
Murphy's Corollary:
It is impossible to make anything foolproof
because fools are so ingenious
Murphy's Constant:
Matter will be damaged in direct proportion to its value
Quantized Revision of Murphy's Law:
Everything goes wrong all at once.
Scott's Second Law:
When an error has been detected and corrected,
it will be found to have been correct in the first place.
Finagle's Fourth Law:
Once a job is fouled up, anything done to
improve it only makes it worse.
Gumperson's Law:
The probability of anything happening is in
inverse ratio to its desirability.
Commoner's Second Law of Ecology:
Nothing ever goes away.
Howe's Law:
Everyone has a scheme that will not work.
Klipstein's Law:
Tolerances will accumulate unidirectionally toward
maximum difficulty of assembly.
Interchangeable parts won't.
You never find a lost article until you replace it.
Glatum's Law of Materialistic Acquisitiveness:
The perceived usefulness of an article is inversely proportional
to its actual usefulness once bought and paid for.
Lewis' Law:
No matter how long or hard you shop for an item, after you've
bought it, it will be on sale somewhere cheaper.
If nobody uses it, there's a reason.
You get the most of what you need the least.
The Airplane Law:
When the plane you are on is late, the plane you
want to transfer to is on time.
First Law of Revision:
Information necessitiating a change of design will be
conveyed to the designer after - and only after - the
plans are complete.
(Often called the 'Now They Tell Us' Law)
Second Law of Revision:
The more innocuous the modification appears to be, the
further its influence will extend and the more plans
will have to be redrawn.
Corollary to the First Law of Revision:
In simple cases, presenting one obvious right way versus
one obvious wrong way, it is often wiser to choose the wrong
way, so as to expedite subsequent revision.
Law of Selective Gravity:
An object will fall so as to do the most damage.
Wyszkowski's Second Law:
Anything can be made to work if you fiddle with it long enough.
Sattinger's Law
It works better if you plug it in.
Lowery's Law:
If it jams - force it.
If it breaks, it needed replacing anyway.
Schmidt's Law:
If you mess with a thing long enough, it'll break.
Anthony's Law of Force
Don't force it - get a bigger hammer.
Cahn's Axiom:
When all else fails, read the instructions.
Gordon's First Law:
If a project is not worth doing at all,
it's not worth doing well.
Peer's Law:
The solution to the problem changes the problem.
Beware of the man who works hard to learn something,
learns it, and finds himself no wiser than before. He is
full of murderous resentment of people who are ignorant
without having come by their ignorance the hard way.
- Bokonon
Gibb's Law:
Infinity is one lawyer waiting for another.
Fools rush in where fools have been before.
Rule of Accuracy:
When working towards the solution of a problem, it always
helps if you know the answer.
Inside every small problem is a large problem struggling to get out.
Spend sufficient time confirming the need and
the need will disappear.
Farnsdick's corollary:
After things have gone from bad to worse,
the cycle will repeat itself.
Law of Revelation:
The hidden flaw never remains hidden.
Langsam's Law:
Everything depends.
Hellrung's Law:
If you wait, it will go away.
Shevelson's Extension:
... having done its damage.
Grelb's Addition:
... if it was bad, it will be back.
Grossman's Misquote:
Complex problems have simple, easy to understand wrong answers.
Harrison's Postulate:
For every action, there is an equal and opposite criticism.
If things were left to chance,
they'd be better.
Sevareid's Law:
The chief cause of problems is solutions.
Klipstein's Lament:
All warranty and guarantee clauses are voided
by payment of the invoice.
Klipstein's Observation:
Any product cut to length will be too short.
Sueker's Note:
If you need n items of anything, you will have n - 1 in stock.
Rosenfield's Regret:
The most delicate component will be dropped.
de la Lastra's Law:
After the last of 16 mounting screws has been removed
from an access cover, it will be discovered that the wrong
access cover has been removed.
de la Lastra's Corollary:
After an access cover has been secured by 16 hold-down screws,
it will be discovered that the gasket has been omitted.
Design flaws travel in groups.
You can't fight the law of conservation of energy
but you sure can bargain with it.
Gerrold's Law:
A little ignorance can go a long way.
Lyall's Addendum:
... in the direction of maximum harm.
Gerrold's Pronouncement:
The difference between a politician and a snail is
that a snail leaves its slime behind.
When a man laughs at his misfortunes, he loses a great
many friends. They never forgive the loss of their perogative.
H. L. Mencken
Blessed are the young, for they shall inherit
the national debt.
Herbert Hoover
________________________________________________________________________________
| From: | Tim Ward <ward.t(at)xtra.co.nz> |
| Subject: | Re: Murphy's Law and some others |
John Bampfylde wrote:
>
> The following are a collation of Murphy's law and other truisms, edited with
> homebuilders in mind. I apologise for the length, but here they are anyway:etc
etc
John,
The story of life. The truth of all truism!!The lesson....a sense of
humour. Well done.
All the best!!!!!
Tim
________________________________________________________________________________
| From: | John Bean <72016.641(at)compuserve.com> |
Andy
Thanks for you fast response to my letter.
I will now get on with the outrigger latches.
As for the rivets, I did find that when I used a correct size rivet that the
rivet shank bowed inside the tube causing my considerable difficulty in setting
it. This happened even after I eventually reamed the hole to get a very
accurate, snug fit of the rivet. I did many trials on odd bits and found it
difficult to get a satisfactory result. I am more than likly lacking in
experience here as I am not a rigger!
Sorry I got one of my mod references wrong - the mod I refered to as 30 should
be 28 - the one for fitting the bracing struts to the U/C frame. As I said in my
letter I will be bringing my frame to you for all the various mods and do not
need these items to be sent to me. Also as I am bringing the frame to you I do
not need the mod 37 parts - saving postage.
Thanks for the 914 info.
I do hope to see you at Shoreham but my roster is not looking favorable at the
moment - I am on call/stanby for December which is a bit of a bummer.
Take care all
John Bean
________________________________________________________________________________
| From: | Chris Cornish <CCORNISH(at)parity.co.uk> |
| Subject: | e to keep the Europa?? |
From: Chris Cornish
Kit number 70
(with John Hadley, Alan Aubeelack and Richard Marsden)
I have been receiving the Europa builders forum mail until January this
year, and now finally have access again. We hope to be flying early next
year and have begun to look around at the options of where to keep the
aircraft and where to fly from. The syndicate members are based in Dorking,
Godalming, Ealing and Aylesbury and we are looking at airfields West of
London. White Waltham seemed an obvious choice and we approached them to
find the cost of storing the fully enclosed trailer we have built. The quote
was about two hundred pounds a month, which was the same as it would cost to
park a permanently rigged plane there. This rather negates one of the
appeals of owning a Europa in the first place - affordable flying.
Our problem is that our syndicate is fairly widespread and no-one lives near
an airfield and has a large garage aswell. We approached Booker who were
about the same price. In the absence of any further information I feel we
have the following choices:
1. Find the best airfield and find a friendly local farmer who will store
the trailer at a
reasonable cost. This will obviously have insurance implications.
2. As above but rent a local garage.
3. Try and find a private strip of some kind.
4. Buy our own airfield - my hopes are raised every Saturday night!
Has anyone else experienced similar problems?
Chris
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
| Subject: | shape for stabilators |
After trying all sorts of fancy tricks to ease the (admittedly
minor) task of plotting out the airfoil shape to cut out the tip of the
horizontal stab (including an inconclusive bout with AutoCad), the light
suddenly dawned:
Just stand the _tip_ end of TP1 on a sheet of paper and trace
around it. Cut out the resulting template, and you can use it on top and
bottom of both horizontals.
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: tip shape for stabilators |
Once you have done the simple vertical cut, this may help you shape the tip itself...
Draw a horizontal line along the centre of the piece.
Draw a horizontal line between this centre line and the top surface to divide the
vertical face in two.
Draw a line on the upper surface to again
> After trying all sorts of fancy tricks to ease the (admittedly
> minor) task of plotting out the airfoil shape to cut out the tip of the
> horizontal stab (including an inconclusive bout with AutoCad), the light
> suddenly dawned:
>
> Just stand the _tip_ end of TP1 on a sheet of paper and trace
> around it. Cut out the resulting template, and you can use it on top and
> bottom of both horizontals.
>
>
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 11/29/96
Time: 08:33:18 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: tip shape for stabilators |
Ooops - hit send too early!!
> Once you have done the simple vertical cut, this may help you shape the tip itself...
>
> Draw a horizontal line along the centre of the piece.
>
> Draw a horizontal line between this centre line and the top surface to divide
the
> vertical face in two (LINE A).
>
> Draw a straight line on the upper surface to link the ends of the curve and then
draw another line to divide the
distance between this line and the edge into two (LINE B).
Grab a saw and, at 45 degrees, cut away the edge section using LINE A and LINE
B as guides.
Draw three more lines, the first dividing the upper surface into two (LINE C),
the second dividing the
45 degree surface into two (LINE D) and the third dividing the vetical surface
into two (LINE E)
Make two cuts, the first using LINE C and LINE D as guides, the second using LINE
D and LINE E as guides.
You should now have an edge with five facets.
Turn the stabilator over and do the same for the other side.
Grab your trusty sanding spline and gently even out the facets to end up with a
perfect tip surface.
Tony
>
>
> > After trying all sorts of fancy tricks to ease the (admittedly
> > minor) task of plotting out the airfoil shape to cut out the tip of the
> > horizontal stab (including an inconclusive bout with AutoCad), the light
> > suddenly dawned:
> >
> > Just stand the _tip_ end of TP1 on a sheet of paper and trace
> > around it. Cut out the resulting template, and you can use it on top and
> > bottom of both horizontals.
> >
> >
> >
>
> ---------------End of Original Message-----------------
>
> --------------------------------------------------------
> Date: 11/29/96
> Time: 08:33:18 New Zealand Summer Time (UTC +13)
>
> Kaon Technologies - Building Tomorrow's Networks
> PO Box 9830
> Newmarket
> Auckland Ph +64 9 358 9124
> New Zealand Fx +64 9 358 9127
>
> Visit http://www.kaon.co.nz
> --------------------------------------------------------
>
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 11/29/96
Time: 10:01:24 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: tip shape for stabilators |
This sounds too complicated for me!
When I was doing mine I went though all sorts of menal contortions about the tip
shape, but ended up with the realization that 'if it feel right, it is right'!
Rely on how it feels when your hand passes over it.
Regards,
Peter
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Europajim wrote.
Ron
I have just reserved kit #058 and I will start building it in January.
What information can you give me to help me be a successful builder. I just
went to the Web for Europa and looked it over. They gave me your name ect.
Thanks for your time.
Europajim(at)aol.com
Sorry but that is a book writing task As you have the Web stuff you should
have the address of Rowland Carson internet:rowil(at)gn.apc.org who is
membership sec of the Europa Club if you sign on with him and get the back
no's of the Europa Flyer and then download Europa Chat from avnet you shold
have quite enough to keep you going for a while .Then if you keep up to speed
with this group I think you will have a better help system than almost any
other kitplane there is worldwide. All the best Ron S No33
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: tip shape for stabilators |
It only sounds complicated because it is difficult to explain!
By creating the facet cuts you end up with a perfact tip shape. I did the estimation
method on my rudder tip and I am still not happy with it!
You can see the principal behind the method by drawing a box, divide it into sixteen
squares then draw a quarter circle to link top left and bottom right. A bit of
simple deduction shows
which bits need to be removed in order to approximate the curve.
The total cutting job takes under an hour for the complete tip.
Tony
wrote:
> This sounds too complicated for me!
>
> When I was doing mine I went though all sorts of menal contortions about the
tip
> shape, but ended up with the realization that 'if it feel right, it is right'!
>
> Rely on how it feels when your hand passes over it.
>
> Regards,
>
>
> Peter
>
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 11/29/96
Time: 11:26:41 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | MIKE <mike.a0011109(at)infotrade.co.uk> |
| Subject: | allation of engine mounting frame |
This is builder 96 - like a lot of you been at it for years ! thinking time has
added up to one of these years. Worrying time another and actually building it
- well !
Current problem - cross drilling top tubes when fitting frame into body. I have
a right angled drill adaptor which is a little gear box ( Bought at no inconsiderable
expense ) but this can only drill with a top clearance of over 1" -
I need a method or tool that will drill at right angles at the top with only ,say,
half an inch between drill centre and the top. Available flexibles do not
bend suf
ficiently to get inside the tunnel and drilling from the outside is hit and miss.
The factory have had my frame for mod and said it would be back in two weeks -
still waiting !
Can anyone help with this problem please
Regards, Mike Dawson
________________________________________________________________________________
| From: | Kesterton Donald <KestertonD(at)logica.com> |
| Subject: | installation of engine moun |
Mike Dawson wrote
>>Current problem - cross drilling top tubes when fitting frame into body. I
have a right angled drill adaptor which is a little gear box ( Bought at
no
inconsiderable expense ) but this can only drill with a top clearance of
over
1" - I need a method or tool that will drill at right angles at the top
with
only ,say, half an inch between drill centre and the top. Available
flexibles
do not bend sufficiently to get inside the tunnel and drilling from the
outside is hit and miss.
>>Can anyone help with this problem please
We used a right angle drill attachment for a conventional electric drill
which does the job. The clearance between floor and bottom tubes is
even less!! You are correct. Don't drill the top tubes from the
outside
You are welcome to borrow it if you are in the UK and don't need it for
too long.
Builder 216 Donald Kesterton
E-Mail kestertond(at)logica.com
or Phone 01908-372434
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: installation of engine mounting frame |
<< Current problem - cross drilling top tubes when fitting frame into body.
I have a right angled drill adaptor which is a little gear box ( Bought at no
inconsiderable expense ) but this can only drill with a top clearance of over
1" - I need a method or tool that will drill at right angles at the top with
only ,say, half an inch between drill centre and the top. >>
I believe its probably impossible to drill the frame tubes from the inside.
We bought a right angle drill but to no avail on this occassion. Unless
somebody else knows better, i think you will have to consider guestimating
where the holes should be and drill them from the outside (ie through the
fuselage plates first, then through the frame). Provided you start with a
much smaller hole than the final one you should be able to correct any errors
in your first estimations before opening out the final holes.
If you try to drill the horizontal holes from the inside your chances of
getting them square are slim anyway. The vertical holes can not possibly be
drilled from the inside because of cross members getting in the way.
Our frame is also up at Kirbymoorside, which is probably why yours isnt
ready, or for that matter, ours. We are hoping Ivan or Andy will consider
bringing ours down to Shoreham next week. Sadly we bonded our frame in then
along came Mod 37 ! , so it had to come out again. We werent convinced about
the idea of doing the mod in situ.
Hope this helps,
Carl Pattinson.
________________________________________________________________________________
| Subject: | Re: installation of engine mounting frame |
<>
Don't see why. Careful measurement and use of a small drill first, worked for
me ok.
Graham C.
________________________________________________________________________________
| Subject: | Re: Where to keep the Europa?? |
Yes, the potentially low running cost of a Europa can easily be eroded this
way. I too hav met the reluctance to allow for the smaller area taken up by a
trailer. I am seriously of thinking of dismantling it and storing it at my
own risk from October to April, but am not certain yet that the insurance
would halve as it should. And why no sign of a no-claims bonus as with cars ?
Graham C.
________________________________________________________________________________
Bill Wynne's puncture during landing is the second reported . Has it started
alarm bells ringing at Europa ? After all, two frame distortions provoked
Mod.37. In 30 years of flying I have never had (or even heard of ) punctures
in conventional light aircraft and here we have two in what must the the low
thousands of landings by Europas. The proximity of the brake caliper to the
bulging part of the tyre must be the prime suspect. Drop tests would probably
not show damage with the wheel stationary, so perhaps an investigation is
required before more of us suffer this expensive and potentially dangerous
event.
Graham C.
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
Were both of the punctures aircraft tires or the commercial ATV tires?
Would like to know a few more details about the actual failure mode. Was
it an actual puncture along the tread?
There may be a reason that we don't hear of many punctures from aircraft
tires.
Steve
newtech(at)newtech.com
On Sat, 30 Nov 1996 Gramin(at)aol.com wrote:
> Bill Wynne's puncture during landing is the second reported . Has it started
> alarm bells ringing at Europa ? After all, two frame distortions provoked
> Mod.37. In 30 years of flying I have never had (or even heard of ) punctures
> in conventional light aircraft and here we have two in what must the the low
> thousands of landings by Europas. The proximity of the brake caliper to the
> bulging part of the tyre must be the prime suspect. Drop tests would probably
> not show damage with the wheel stationary, so perhaps an investigation is
> required before more of us suffer this expensive and potentially dangerous
> event.
>
> Graham C.
>
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: installation of engine mounting frame |
In message <961130090632_772889515(at)emout14.mail.aol.com>, Gramin(at)aol.com
writes
>Don't see why. Careful measurement and use of a small drill first, worked for
>me ok.
and for me
--
Rolph Muller
________________________________________________________________________________
| From: | plawless(at)ayla.avnet.co.uk (Peter Lawless) |
| Subject: | Re: installation of engine mounting frame |
Hello All
In order to drill these tightly positioned holes I borrowed a lovely little
air driven drill from my inspector. No chuck just a collet. My small
compressor (8cfm) was just about man enough for the job. I believe the
drill is manufactured by Dessouter (can't guarantee the spelling.) I do
have their phone number at the office, if anyone wants it I can post it on
Monday evening.
Regards
Pete Lawless (#109)
$*$*$*$*$ 1 LINE REFORMATTED BY POPPER AT gn.apc.org $*$*$*$*$
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
you wrote:
> The proximity of the brake caliper to the
>bulging part of the tyre must be the prime suspect. Drop tests would probably
>not show damage with the wheel stationary, so perhaps an investigation is
>required before more of us suffer this expensive and potentially dangerous
>event.
>
>Graham C.
My feeling is the fault will be with the strength of the tire - Pitts
specials (the factory built ones) are worse in this respect, with 5" wheels,
and they don't seem to suffer punctures any more than any other aircraft.
They do have a tendency to knock the calipers off (they hang down at 6
o'clock too) if you really drop them in - (I've fixed a couple in my time)
and for that reason I'd prefer to mount the caliper up and back.
Anything in the design that might thwart my plans?
Miles
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Where to keep the Europa?? |
At 14:00 28/11/96 GMT, you wrote:
>
From: Chris Cornish
Kit number 70
> (with John Hadley, Alan Aubeelack and Richard Marsden)
> In the absence of any further information I feel we
>have the following choices:
>
>1. Find the best airfield and find a friendly local farmer who will store
>the trailer at a
> reasonable cost. This will obviously have insurance implications.
>2. As above but rent a local garage.
>3. Try and find a private strip of some kind.
>4. Buy our own airfield - my hopes are raised every Saturday night!
>
Try combining 1 and 3: put in some legwork (preferably systematically) and
visit farmers in your chosen area, looking for space. In my experience, they
are often very aware of exactly what's going on around the farm -which makes
for excellent security. Shouldn't be any problems with insurance if it's
kept in a secure building.
You might find that he'll be prepared to rent you a strip too or at least
let you use his field after harvest. (Helps if you do a bit of a recce by air)
Don't be put off by those that hate light aircraft, or more likely, light
aircraft noise. Eventually you'll find one that's charmed by the idea.
-and it's fun trying.
Miles
________________________________________________________________________________
| From: | CPattinson(at)aol.com |
| Subject: | Re: Where to keep the Europa?? |
Miles is right, there are a lot more flying friendly farmers than you might
imagine, especially if youre prepared to make it worth their while.
Fortunately we have the luxury of an ex WW2 bomber base (near Aylesbury !)
which we used in our microlighting days. The farmer in question rents out
secure hangar space to about 20 microlights. The hangar is alarmed and each
A/C owner has his/ her own key. Regrettably I cannot divulge this particular
Aviation Haven as I am hoping to use the strip when our Europa is finished.
For starters, I suggest you arm yourself with a copy of Lockyears guide to
farm strips then a systematic trawl through the ones in your area should
hopefully throw up a willing candidate. To be realistic I think you have to
be prepared to pay out at least a couple of hundred quid a year to make it
worth their while.
The other point to consider is that they themselves may be operating under
sufferance from their farm neighbours so you will only be allowed to use the
strip as a base (ie - once airborne you leave the area and go cross country
!). Obviously the quieter the aircraft, the better chance you have though I
think in the eyes of the public, all aircraft are equally noisy - since I
happen to believe (in the majority of cases) that aircraft noise is directly
proportional to the jealousy of the protester concerned (ie- we are a load of
rich layabouts who should be stopped at all costs !)
If Lockyears fails to deliver you could try your local PFA strut - thats what
it's there for. Our local strut, the Oxford chapter meets every second
Wednesday of the month in the Abingdon town Football club. Some of our
members are local farmers.
Hope this is a help in your quest.
Regards
Carl Pattinson
________________________________________________________________________________
| From: | jnaylor(at)avnet.co.uk (Jim Naylor) |
Just thought you might like to know the results of our mod 37. and my two
penny worth into the bargain!
I pushed our Europa into the workshop first thing Monday morning, by the
end of the day it was all stripped down and suspended over the inspection
pit. Day two started with a through paint stripping and filing session and
constructing some heat shields from polished stainless steel, to make sure
every thing was ready for the welding. Pete Evans did the welding for me -
thanks Graham for the recommendation, and a I have to say he did an
excellent job in difficult circumstances, although having the plane over
the pit made life very much easier. We had no problems with the bearings,
no distortions and no bonfires, even the paint on the inside of the tunnel
was only sooted slightly, and I even got Pete to weld a nut in place for a
grease nipple.By this time it was well into the evening and I was already
late for a night out with 'er indoors'.
The rebuild was straight forward and I was grateful that I had modified
Grahams Fire Wall, to make it removable and therefore reuseable. I towed
the plane back to the airfield Friday, got the final inspection completed
and log book duly signed by our inspector, then rigged ready for a test
flight.
Our Europa has been flying since April and has now clocked up about 130
hours, the undercarriage has been in and out so many times now that I am
considering designing a quick release system for it!
So I can say I have had considerable experience of all the different
developments, both in the fitting and flying sense, and I have to say that
I think it is now finally sorted. It could, and indeed has been argued
that the aircraft should have been more sorted before being released, but
there was also the possibility of it never being finished, if the delays
became uneconomic.
The reality is that we now have a unique aircraft that performs superbly,
and now thanks to Ivan and Co. can with the correct procedure and plenty of
practice be launched and landed safely, even in difficult circumstances.
The field where Mike Smith, my partner, and I fly from is at Bidford near
Stratford on Avon. It is a grass strip with a fair mixture of surface
conditions, a point I had not really noticed up until our first flights in
the Europa! The development of the undercarriage, especially the
hydraulic dampers, had given us the illusion that all the bumps and ramps
that felt like hitting the nearby Malvern hills, had been squashed to a
mere ploughed field texture. The latest rubber block supplied with the mod
37 kit has now improved that situation to the point where I am beginning to
wonder wether someone has re-surfaced the runway over night.
My first landing after completing mod. 37, was in a very gusty cross wind,
I was solo and light on fuel with no luggage, a condition we have found
that always makes a greaser a little more difficult!!
So my eventual contact with the ground was a drop from about 2ft., the
undercarriage soaked it up like blotting paper, I was so impressed I
decided to go round and do it again, after all, there's not to much fear of
an undercarriage collapse now is there?, but I chickend out and made a very
respectable landing this time. So, I for one can say that mod. 37 is not
that bad lads, quite a lot of work if your aircraft is finished, but
worthwhile for peace of mind if nothing else. Most of the moans I've heard
have come from people who have not completed their Europas, I can
understand the frustration, believe me, being one of the early builders
(No. 39) we had more than our fair share of set backs, (the out riggers
were moded at least 4 times before it left the workshop) but making
alterations at an early stage is a lot easier than when it is finished. At
the end of the day we are all helping to develop a superior product,
something that can only be completed with feedback from the field. Those
of us who are flying it are probably now contributing the most, being
inconvenienced the most, but moaning the least, could this be because we
are reaping the rewards of flying it!
Jim Naylor
Jim Naylor No 39
________________________________________________________________________________
| From: | "Dennis Lowe" <DennisL(at)inovatec.co.uk> |
Planning to start end January 97. Workshop should be finished by then.
Is there anyone out there at an early stage of construction, within reach
of Shropshire, and wouldn't mind a visit early January?
Hopefully this will dispel the "what have I done?" feeling and the dread
of spending so much money on foam and glass fibre, albeit in a good
cause!
By the way, I am 52 and run a small electronics design and manufacturing
company with my wife, Norma. Like Rowland, I am a Unix/'C' man. (Look
after yourself, we are a dying breed).
I have decided that unless I start my life long ambition now, I never
will!
Many thanks.
________________________________________________________________________________
| From: | Gordon Lean <100557.3426(at)compuserve.com> |
| Subject: | Re: Re Where to keep the Europa?? |
I must say I have every sympathy with your plight as I have tried all your
options bar the last one and I am now doing that.(for the last 3 years)
Believe me you do not want to get involved in making your own airstrip ( 10 ton
rollers,Tractors, multi gang mowers, boring machines,cement mixers generators,
and tons & Tons & TONS of concrete, kilometers of Fencing, planning permission
for hangar, nosy neighbours, and enless legal bills and enough cash to pay the
hangarage at White Waltham for the next 25 years), and still I havn't landed my
plane on it yet!!
On a more helpful level why not try Enstone ? The parking /hangarage is less
than half the London rates. The runway is a mile long and some days I am the
only one there and the club is excellent. I live just 2 stops from the end of
the tube in NW London and it takes about an hour and a quarter to get there.
The locals are helpful and there's a PFA inspector on site so any little problem
is easy to get fixed. it just means having to make a it day out when you go
flying. I also have explored much more of the north of England since I left
Denham.
Gordon. Lean
________________________________________________________________________________
(miles m)
I discussed this with other builders and the factory some time back and have
just rotated it 120 deg. Unfortunately with it all out awaiting the frames
return, I cannot be certain about clearances when retracted. As the flap
push rod is at its highest when the wheel is up, I think it will be clear
there, but it will almost certainly be necessary to "tube" the starboard
rudder cable. The latter is highly desirable (I would suggest mandatory) as
"hooking up when slack" has already been experienced here and with others in
ground tests.
Graham C..
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
Dennis Lowe wrote:
Like Rowland, I am a Unix/'C' man. (Look
> after yourself, we are a dying breed).
Sorry for you folks, long live the AS/400 and RPG!
Dave
________________________________________________________________________________
| From: | Dan Reeves <dreeves(at)cybernw.com> |
Anyone selling KING video's please e-me. dreeves(at)cybernw.com
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
In message <v01530501aec7328d44a6@[193.122.159.52]>, Jim Naylor
writes
>The latest rubber block supplied with the mod
>37 kit has now improved that sit
I didn't get a block with mine - guess I had better check with the
factory. Glad to see such a positive report tho' - I'm just taking mine
apart - just what I needed to get motivated again!
--
Rolph Muller
________________________________________________________________________________
| From: | M_9393(at)ubistc.ubi.pt |
I'M A AERONAUTICS STUDENT, IN UNIV. BEIRA INTERIOR, AND I WOULD LIKE
TO KNOW WHAT'S THE BEST ROTAX FOR AN ULTRALIGHT WITH APROX. 200 KG TO
ACHIEVE APROX. 100 KM/H. IF YOU ALSO COULD SEND OR SAY WHERE I CAN FIND
THE ENGINES LIST OF PRICES. ALSO SEND ME THE PRICE OF THE ONE I ASKED.
THANK YOU FOR YOUR TIME
________________________________________________________________________________
| From: | king(at)skylink.it (Richard King) |
John Bampfylde's collection of Murphyisms was absolutely splendid. Most of
them apply to all forms of Aviation. One he missed is Murphy's Law of
Computing, which is:
If it can't go wrong, it will.
There is also the full statement of the "Bread and Butter Law". I don't
know to whom this should be attributed, possibly someone can enlighten us.
If you take a piece of Bread and Butter and drop it by mistake, it will
fall butter side down 99 times out of 100, until
it becomes too dirty to matter, after which the chances are evens.
RICHARD & TRICIA KING XX XXXX In the begining was
VIALE LAGO MAGGIORE 22/INT 11 X X X nothing, which
CASTELLETTO TICINO XXXX XXXX exploded.
28053 (NO), ITALY X X X
FAX/ PHONE 0039-331-914176 X X I R XXXX U R O P E
________________________________________________________________________________
<> (Jim Naylor)
Eh ! What's this ? - I didn't get one !!! ????
Graham C.
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Murphy's Law |
> If you take a piece of Bread and Butter and drop it by mistake, it will
> fall butter side down 99 times out of 100,
The same applies to pots of resin!
Tony
--------------------------------------------------------
Date: 12/03/96
Time: 09:24:55 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | "Kerry Lamb" <kerrylamb(at)worldnet.att.net> |
| Subject: | Re: Murphy's Law |
Actually it is 100 times out of 100 instead of 99 the one time it fell
butter side up, you put the butter on the wrong side!
Kerry
----------
> From: Tony Krzyzewski <tonyk(at)kaon.co.nz>
> Subject: Re: Murphy's Law
> Date: Monday, December 02, 1996 4:24 PM
>
>
> > If you take a piece of Bread and Butter and drop it by mistake, it will
> > fall butter side down 99 times out of 100,
>
> The same applies to pots of resin!
>
> Tony
> --------------------------------------------------------
> Date: 12/03/96
> Time: 09:24:55 New Zealand Summer Time (UTC +13)
>
> Kaon Technologies - Building Tomorrow's Networks
> PO Box 9830
> Newmarket
> Auckland Ph +64 9 358 9124
> New Zealand Fx +64 9 358 9127
>
> Visit http://www.kaon.co.nz
> --------------------------------------------------------
>
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
Dennis Lowe wrote
> Like Rowland, I am a Unix/'C' man.
Shurely shum mishtake here? C, yes, Mac, yes, OS-9, maybe, but unix? Not me!
Anyway, welcome aboard Dennis. Do you have a kit# or pfa project# yet?
>Is there anyone out there at an early stage of construction, within reach
>of Shropshire, and wouldn't mind a visit early January?
If you don't get any direct response to this, maybe I can find a Club
member (not on-line) in the area. Of course, it would be nice if I could
introduce you as being a fellow Europa Club member, dig, dig ....
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>> <> (Jim Naylor)
Eh ! What's this ? - I didn't get one !!! ????<<
It's not mod 37, it's the one about the updated damper system. It will arrive no
doubt, mine has.
Graham
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
In message <961202150106_1918492750(at)emout19.mail.aol.com>,
Gramin(at)aol.com writes
> <> (Jim Naylor)
>
>Eh ! What's this ? - I didn't get one !!! ????
>
>Graham C.
Called the factory today - refers to the blocks that were issued with
the original damper some time ago.
--
Rolph Muller
________________________________________________________________________________
| From: | jnaylor(at)avnet.co.uk (Jim Naylor) |
<> (Jim Naylor)
Eh ! What's this ? - I didn't get one !!! ????
Graham C.
Don't worry, you probably already have the new version, the one we were
using went back to the days of drilling holes, enlarging holes and carving
lumps off it !
Jim.
Jim Naylor No 39
________________________________________________________________________________
>Graham Clarke wrote:
>> The proximity of the brake caliper to the
>>bulging part of the tyre must be the prime suspect. Drop tests would probably
>>not show damage with the wheel stationary, so perhaps an investigation is
>>required before more of us suffer this expensive and potentially dangerous
>>
>>Graham C.
>
>You wrote:
My feeling is the fault will be with the strength of the tire - Pitts
>specials (the factory built ones) are worse in this respect, with 5" wheels,
>
>They do have a tendency to knock the calipers off (they hang down at 6
>o'clock too) if you really drop them in - (I've fixed a couple in my time)
>and for that reason I'd prefer to mount the caliper up and back.
>
>Anything in the design that might thwart my plans?
>
>Miles
>
As far as we know the punctures experienced have not been attributed to the
brake caliper causing damage. However, the caliper is close to the tyre and
may even contact it especially if the pressure is down.
It is permissible and even desirable to remove the corner of the caliper and
brake pad plate which is closest to the tyre. A certain amount of the bulge
where the bolt thread is can also be removed. Shorten the bolts so they
don't go through the pad plate (do both bolts as they could get swapped over
unwittingly during pad replacement).
If you want to rotate the caliper 120=B0 you will have to ensure that the
rudder cable cannot be fouled, and you will also end up with a bulge in the
cockpit against your thigh into which the caliper will go.
Regards
>
>
-------------------------------------
Web Site at www.europa-aviation.co.uk
Fax No 44 1751 431706
-------------------------------------
________________________________________________________________________________
| Subject: | er kit / rubber blocks |
Recent messages on the Internet suggest an element of confusion about damper
kits and rubber blocks. I hope the following explanation may help:-
The first damper kits (19 of them in total) were sent out back in June to
Europa builders whose aircraft were flying when the dampers first became
available. The kits included bottom reaction plates (LG07) which had a
non-standard distance between the mounting bush centre and the working face.
Consequently many of the users of these kits had to carve away some of the
red rubber block in order to get the aircraft ride height, and therefore
ground pitch attitude, back to a maximum of 9=B0.
Since we do not know how much individuals had to carve away, and since the
total thickness of top and bottom reaction plates and rubber block is
important, not only for ride height, but also to control the over-centre
distance of the gear "downlocked" geometry, it was decided to replace the
bottom plate and rubber block for these 19 kits.
The new damper kits have a bottom reaction plate which has been modified
back to the standard distance from mounting bush to working face, so a
The price of the damper kit has been calculated on the basis of continued
use of the existing red rubber block.
Should anyone wish to do so, they can purchase a new (black) rubber block to
replace the combination of the red rubber block and 1/4" plywood spacer. The
price of the new block is =A331.70 plus VAT.
Regards
-------------------------------------
Web Site at www.europa-aviation.co.uk
Fax No 44 1751 431706
-------------------------------------
________________________________________________________________________________
| From: | 303 Printing <303print(at)northrim.net> |
I wonder what the status of the BMW devlopment is as of Dec. 1, 1996.
Nothing seems to have been said as to its availability or if it is
running yet.
I have had several BMW bikes in the past and they always performed
great. And think this would make an excellent Airplane engine.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>> Those
of us who are flying it are probably now contributing the most, being
inconvenienced the most, but moaning the least, could this be because we
are reaping the rewards of flying it!
Jim Naylor<<
NIce one Jim! I think you're absolutely right.
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
Has anyone created a CAD file of the instrument panel shape yet?
It's raining and the humidity is 78%. Can't fly and can't do any more building
until I layup my
wing ribs :-( May as well design an instrument layout.
Tony
--------------------------------------------------------
Date: 12/04/96
Time: 11:42:59 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Instrument panel |
>Has anyone created a CAD file of the instrument panel shape yet?
Interactive technologies in the USA (208 323 8724) do a program called panel
planner: load various instruments, radios, switchers, CBs etc and mess
around with it. prints out A4, tiled full size, or colour plotter. I have a
beta copy (1.95) that isn't really sorted, but I'm told that 2.0 will answer
99% of current problems. It does have a Europa template file, but it isn't
quite right: you can however export it and reimport it in a CAD friendly
format. If they get it right (delivery is promised in the next few weeks) it
will be excellent. Check them out. They also say that they are doing a paint
scheme program... Oh dear, more time messing around on the PC. When I should
be doing my ribs too....
Miles
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
>
> > I wonder what the status of the BMW devlopment is as of Dec. 1, 1996.
> > Nothing seems to have been said as to its availability or if it is
> > running yet.
> >
>
I don't know the official response but I believe it is still in testing. Have a
look at
http://www.m4.nl:80/europa/euroengi.htm if you want to see it!
The NZ traffic police use RS1100 powered bikes around town. I got asked (quite
pointedly)
a couple of weeks ago what I was doing giving one of their bikes a _very_ close
inspection!
I wonder how it would handle Avgas?
Tony
--------------------------------------------------------
Date: 12/04/96
Time: 12:26:57 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | nar travel/accommodation help wanted for overseas member |
The message quoted below from:
silas(at)sirius.com (charles parker)
on behalf of Harry Will (who lives in California & is not on-line) is
forwarded to the list in the hope that someone may be able to assist him
while in the UK with transport/accommodation. If you can reply before his
departure time (!) send it to Charles Parker - if not, I guess a message
left at the factory would be the best way to contact him.
Sorry this is such short notice!
>An update on Harry Will's plans. He has tickets and plans to arrive London at
>8am Thursday (London time) and hopes to go directly from there to the
>factory until Saturday when he hopes to catch a ride to the seminar for the
>weekend.
>
>He would appreciate any help with accomodations and travel that other
>willing members could provide. I know time is short but he was unable to
>firm his intinerary up any sooner. He leaves Wednesday at 11am (California
>time). Any help would be greatly appreciated.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Fw: Re: BMW Engine |
>>I wonder how it would handle Avgas?<<
Not sure of the reason except consistent quality but most of the racing boys use
Avgas.
BTW I heard it was due to run today. Ask Duncan.
Graham
________________________________________________________________________________
| From: | jim_thursby(at)simphonics.com (Jim Thursby) |
Greetings Europa enthusiasts,
Jim Thursby, Valrico, Fl.
New builder, work as a automotive paint technical demonstrator. Been
building for 80 hours, and now have a tail set complete. I have the
Lakeland center close by but if anyone can advise on problem areas in the
wings/fuselage, it would be much appreciated.
Thanks,
Jim T.
jim_thursby(at)simphonics.com
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
More forwarded info on Harry Will's visit to UK ...
>Harald Will most likely will be aboard United Flt 930 arriving approx 8am
>Thursday. He would be happy to reciprocate any assistance with travel and
>accomadations for those members visiting the San Francisco Bay area.
I don't know which airport United flies into, but I'd guess it's probably
Heathrow.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
I set my bungee tension a couple of months ago to what I thought was the
right tension - any tighter and I had problems getting the wheel down.
After what is I guess about a couple of months sitting on the wheel, the
wheel will hardly go all the way up using one hand i.e. the bungee has
stretched without a doubt. Anybody else had this problem? I suppose
there may be some lift assistance when flying. Is the tension going to
need regular adjustment?
--
Rolph Muller
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Fw: Re: BMW Engine |
I think that Ivan will be making an announcement on the BMW at the Europa
seminar this weekend. However, as of this time (13:45 4/12/96 UTC), it is
literally minutes away from making the first turn of the starter key. Exciting
times!
There appears to be no current reason why the engine could not be run on Avgas;
it is designed to run on` cheap` (ie Third World minus- 2 Star) unleaded Mogas
and bike owners report satisfactory results with these fuels. The added lead in
Avgas can only be benficial ( as a lubricant) although coking may be alittle
more rapid; the ignition system is such that any increased tendency to plug
wiskering would be resisted. However, if you chose to have a catalyst fitted
(and why not, the Europa is after all one of the less environmentally unfriendly
aircraft around) then the cat. and the Lambda sensor would both be dead after a
tankful.
Duncan McFadyean.
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Instrument panel |
Whoops.... just sent this to Tony, and not all...
>>Miles, a few things....
>>
>>Did you have trouble getting your spar to lay straight? I had a pig of a
time with mine.
>
>It does wobble a bit -the critical reference is the hole in the
bush: I made a exactly fitting mandrel, and set up the foam block alignment
lines at each end to be parallel with that (hope you have an electronic
level....)
>
>>Are you running wing tip lights and strobes? I am just working out mine
at the present time.
>
>Nope: daytime VFR over here, and minimum weight is a very high
priority.
>
>>Did you have any problems with the trim tabs? I have one that has
developed an "interesting" curve downwards
>>at the outboard end. It is straight until the hinge and then sags by 2.5mm
by the end. I can fill the gap on the
>>upper surface and ignore the lower but it won't get me the Air NZ trophy
for best homebuilt!!
>
>We used 7/8 X 7/8 X 1/8 ali channel, bonded on with ampreg, a layer
of peelply between the channel and the part to keep things straight: stays
on until after postcuring, and cracks off fine. I assume you are refering to
the hinge flange on the tab: in which case, try heating it very gently, and
then clamp it between 2 very rigid bars to let to cool straight.
>
>>Are Interactive on the net?
>
>don't think so.
>
>>And finally, how is the BRS planning coming on?
>
>Proving to be somewhat problematical re installation engineering:
Need to attach the primary strap forward of CG -engine mount being
favourite, and 2 others aft: this requires a special fuselage molding
(possibly both top and bottom) so straps can be laid in "rip out" channels.
Each mounting point must be able to take a load of about 8000 lbs... but
both Europa and BRS are being very supportive.
>
>It is possible that it can't be done without designing the system into the
structure from the start: low wing composite a/c are a worse case from a
design point of view.... don't hold yer breath!
>
>Miles
>
________________________________________________________________________________
| From: | Paul & Liz Atkinson <100016.3347(at)compuserve.com> |
>> Has anyone created a CAD file of the instrument panel shape yet?
It's raining and the humidity is 78%. Can't fly and can't do any more building
until I layup my wing ribs :-( May as well design an instrument layout.
Tony <<
Tony,
Sounds like our situations are similar. I cant get near my Europa again until
March, so have had a go at my instrument panel. I have such a file in .dxf
dormat (I mean format) which can be used in any Autocad products. I can email it
to you if you are interested.
I created the drawing from measurements of an actual panel but used some
artistic licence on the curves etc. If you can get better info than mine you
could always make the necessary adjustments.
Paul
E-mail from: Paul & Liz Atkinson, 04-Dec-1996
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Harald's visit |
It is Heathrow. Terminal 3.
Tony
wrote:
> More forwarded info on Harry Will's visit to UK ...
>
> >Harald Will most likely will be aboard United Flt 930 arriving approx 8am
> >Thursday. He would be happy to reciprocate any assistance with travel and
> >accomadations for those members visiting the San Francisco Bay area.
>
> I don't know which airport United flies into, but I'd guess it's probably
> Heathrow.
>
> cheers
>
> Rowland
>
>
> ... that's Rowland with a 'w' ...
>
>
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 12/05/96
Time: 08:13:33 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | Re: ROTAX ENGINES |
M_9393(at)ubistc.ubi.pt wrote
> I WOULD LIKE
>TO KNOW WHAT'S THE BEST ROTAX FOR AN ULTRALIGHT WITH APROX. 200 KG TO
>ACHIEVE APROX. 100 KM/H. IF YOU ALSO COULD SEND OR SAY WHERE I CAN FIND
>THE ENGINES LIST OF PRICES. ALSO SEND ME THE PRICE OF THE ONE I ASKED.
The e-mail list you have posted to is dedicated to the Europa homebuilt
kitplane. The standard engine for it is the 4-stroke 80hp Rotax 912,
although there are several other options from other suppliers. People on
this list are unlikely to have detailed knowledge of 2-stroke Rotax engines
as used in ultralights. If you get no useful replies, this is why!
If you have a WWW browser, try the Rotax Owners Association at:
<http://members.aol.com/TaleWheel/roan1.htm>
Sorry I can't help any more than this. By the way, I suppose you know that
your terminal in stuck in UPPER CASE PERMANENTLY.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Bungee Tension |
>>After what is I guess about a couple of months sitting on the wheel, the
wheel will hardly go all the way up using one hand i.e. the bungee has
stretched without a doubt. Anybody else had this problem? I suppose
there may be some lift assistance when flying<<
Seems likely there will be a bit of stretch, but we haven't had to readjust ours
more than once. There is no assistance from slipstream in the air. In fact you
can put the flap wherever you want, more or less and it will stay there.
Graham
________________________________________________________________________________
| From: | "Martin J.Tuck" <102034.2747(at)compuserve.com> |
| Subject: | pa #152 Web Site Update |
Europa #152 Web Site Update
I have updated my Internet Web Site following the progress of Europa #152.
Although it does not have any new in-build photos it does include links to some
Useful web Sites which are worth following including Polyfiber Products, System
Three Products, Aircraft Spruce & Specialty etc etc.
New photos in the Inbuild Photos section include some of the Cessna 120 I do my
tail-dragging practice on and of Beech Field, Wichita.
The Hints and Tips page has also been updated.
It can found at:
http://ourworld.compuserve.com/homepages/mjkt
or via the Europa Club Home Page.
Regards
Martin Tuck
#152
Wichita, Kansas
________________________________________________________________________________
| From: | "John A. Myers" <jamyers(at)manta.nosc.mil> |
| Subject: | ders in Germany or Netherlands |
I've been a long time silent listener to this newsgroup and am still
sitting on the fence as to build the Europa or a Glass Star (leaning more
toward the Europa).
I have never seen a Europa (I have the info/video package) and being in
California its too far to Florida to see one. I am currently in Europe
until the 12th of January and spend the first half of each week at The
Hague (Den Haag) NL and the last half in Stuttgart DE.
Is there anyone building in this area? If so I'd like to come and visit.
I drive E52/E35 on Sundays and Wednesdays.
Thanks
John Myers
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
* John A. Myers Inter-National Research Institute, Inc *
* Tel: (619) 621-5417 10101 Old Grove Road *
* FAX: (619) 549-7679 San Diego, CA 92131 *
* Pager: (619) 960-0850 *
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
"Computers in the future may weigh no more than 1.5 tons." Popular
Mechanics, 1949
________________________________________________________________________________
| From: | "John A. Myers" <jamyers(at)manta.nosc.mil> |
| Subject: | Re: Murphy's Law |
So if you put butter on a cats back will he land on his back?
>Actually it is 100 times out of 100 instead of 99 the one time it fell
>butter side up, you put the butter on the wrong side!
>
>Kerry
>
>----------
>> From: Tony Krzyzewski <tonyk(at)kaon.co.nz>
>> Subject: Re: Murphy's Law
>> Date: Monday, December 02, 1996 4:24 PM
>>
>>
>> > If you take a piece of Bread and Butter and drop it by mistake, it will
>> > fall butter side down 99 times out of 100,
>>
>> The same applies to pots of resin!
>>
>> Tony
>> --------------------------------------------------------
>> Date: 12/03/96
>> Time: 09:24:55 New Zealand Summer Time (UTC +13)
>>
>> Kaon Technologies - Building Tomorrow's Networks
>> PO Box 9830
>> Newmarket
>> Auckland Ph +64 9 358 9124
>> New Zealand Fx +64 9 358 9127
>>
>> Visit http://www.kaon.co.nz
>> --------------------------------------------------------
>>
>
>
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
* John A. Myers Inter-National Research Institute, Inc *
* Tel: (619) 621-5417 10101 Old Grove Road *
* FAX: (619) 549-7679 San Diego, CA 92131 *
* Pager: (619) 960-0850 *
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
"Computers in the future may weigh no more than 1.5 tons." Popular
Mechanics, 1949
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Builders in Germany or Netherlands |
John A. Myers wrote:
> "Computers in the future may weigh no more than 1.5 tons." Popular
> Mechanics, 1949
In 1952 it was also anticipated that 5 computers where all that would be
required to satisfy the worlds needs..... Von Neumann
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
| Subject: | Re: Instrument panel |
Paul & Liz Atkinson wrote
> I have such a file in .dxf
>dormat (I mean format) which can be used in any Autocad products.
Liz, Paul - how about dropping that file in the Europa ftp site, please?
I'm sure it would be of interest to many others (including me). If you're
not sure what to do, ask Peter T or Monu.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Damper kit / rubber blocks |
In a message dated 03/12/96 16:52:52, you write:
<< Should anyone wish to do so, they can purchase a new (black) rubber block
to
replace the combination of the red rubber block and 1/4" plywood spacer. The
price of the new block is #31.70 plus VAT. >>
Sorry to see the return of the 1/4" plywood packing is that really a factory
recomendation?. Quite a few people called me with tales of problems of bent
support plates after they had fitted them.
Also is there any chance of any technical information on the material from
which the blocks are made, colour we are told about but these are not
fashion accessories so the colour is about the last thing I need to know
about the material unless it is used as an identifier to defrentiate between
two different spec' materials. IF that is the case then I for one would
like to see the different specs of the two materials. It may well confuse
me but we can read and may eventually be able learn enough to make more
informed decisions about our future actions concerning the u/c if we knew
the characteristics of the materials we are using. In particular I would
like to see any feature of the specification which would quantify its
ability to disipate energy and thus tend to dampen the ocillations of the
swinging arm. At worst we might be able to decide if, or not, a red block
with a 1/4" spacer is the equivalent of a black block without packing.
Also many of us have already carved a V into our blocks with black blocks
is that required or not and if anyone ( I know there are some ) has a red
uncut block and wish to fit damper kits should they still cut Vs in addition
to the holes they have to cut from the blocks to fit the dampers?
Is there a sheet explaining the 9 degree ground angle or have I missed it.
Ron S No 33.
________________________________________________________________________________
Date-warning: Date header was inserted by NTU.EDU.AU
| From: | carrolls(at)NTU.EDU.AU (Shaun Carroll) |
| Subject: | tion Rotax Eng's. |
Hello,
Help please!!!
Where can look to get more specific info about Rotax Ultralight aircraft
engines?
We are currently running a Bombardier 582 with VROI and intake silencer kit.
Looking forward to your reply.
Hoping you are having a great day.
Many Regards,
Shaun Carroll.
Phone (08) 8946 6350 (w)
(08) 8932 1191 (h)
Fax (08) 8932 5961 (h)
E-Mail : carrolls@.ntu.edu.au
________________________________________________________________________________
| From: | Satish Reddy <reddys(at)concentric.net> |
| Subject: | Re: Builders in Germany or Netherlands |
John A. Myers wrote:
>
> I've been a long time silent listener to this newsgroup and am still
> sitting on the fence as to build the Europa or a Glass Star (leaning more
> toward the Europa).
> I have never seen a Europa (I have the info/video package) and being
in
> California its too far to Florida to see one. I am currently in Europe
> until the 12th of January and spend the first half of each week at The
> Hague (Den Haag) NL and the last half in Stuttgart DE.
> Is there anyone building in this area? If so I'd like to come and visit.
> I drive E52/E35 on Sundays and Wednesdays.
> Thanks
> John Myers
> * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
> * John A. Myers Inter-National Research Institute, Inc *
> * Tel: (619) 621-5417 10101 Old Grove Road *
> * FAX: (619) 549-7679 San Diego, CA 92131 *
> * Pager: (619) 960-0850 *
> * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
> "Computers in the future may weigh no more than 1.5 tons." Popular
> Mechanics, 1949
John,
You don't need to go all the way to Florida to see the Europa! All that
you need to do is to contact Kim Prout at Montclair, CA (Tel 909 920
3055). His Europa, N111EU, operates out the Cable Airport.
Satish Reddy At Irvine, CA
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
It occurs to me that the bungee should be knotted at the bottom and not
at the top as shown in the manual. This astounding innovation makes it
possible to adjust tension, even with Cap'n Singletons excellent
firewall in position, without removing the engine. However for those of
you who enjoy removing engines - follow the book!
--
Rolph Muller
________________________________________________________________________________
| From: | Duncan McFadyean <101234.3202(at)compuserve.com> |
| Subject: | Re: Damper kit / rubber blocks |
Furhter to Ron`s posting on rubber blocks, I have been trying without much
sucess todate to locate a source of rubber with high hysteresis. There are
special versions of engine/anti-vibration mounts available which use "HD
silicone"; which has vastly improved internal damping over the rubbers commonly
used in such applications. These are sourced from somewhere in the States, so I
haven` yet been able to get any data on the polymer used. But it indicates an
avenue worth researching.
Is anyone else looking (or already looked) into this? Or am I just wasting my
time?
Further thoughts please.
Duncan McFadyean No. 175.
________________________________________________________________________________
| From: | Peter Lert <plert(at)csn.net> |
On Fri, 6 Dec 1996, Rolph Muller wrote:
> It occurs to me that the bungee should be knotted at the bottom and not
> at the top as shown in the manual. This astounding innovation makes it
> possible to adjust tension, even with Cap'n Singletons excellent
> firewall in position, without removing the engine. However for those of
> you who enjoy removing engines - follow the book!
> --
> Rolph Muller
>
As a "demned Colonist," I'd always wondered where your evocative
phrase, "get knotted," came from...
________________________________________________________________________________
| From: | David Dufton <dufton(at)ayla.avnet.co.uk> |
| Subject: | pa tri-gear conversion |
Having taken three years to complete G-OURO, I must be radio rental to
voluntarily ground it for what might be several months, but that is what
I've done. Without even really flying it. Let me explain. G-OURO flew to
Cranfield this year, and was finally given its Permit in early September,
after 15 hours of test flying. Earlier this year, as newly-built Europas
came on-stream, stories became legion of the "difficulties" a number of
pilots were having with both landings and take-offs, and several mods were
introduced to make our dream easier to cope with arriving and departing
terra firma. I started to worry that my limited (that is, 45 minutes in a
Falke motorised glider) experience in tailwheel aircraft might not exactly
qualify me for the rigours of the Europa mono-wheel experience :-
ace-of-the-base I am not ... I love my creation dearly, but I had reached
the stage when all I wanted to do was to look at it, modify it, and, er...
well, modify it again. Actually flying G-OURO was for another day.
Clearly, this sorry state of affairs could not go on, and pearls of wisdom
from John Grant, the only other Europa builder in Norfolk (?)and a committed
triker got me thinking that it might be possible to convert my perfectly
flyable Europa into a tricycle undercarriage "pussycat" (factory-speak),
whereby all my wimpish doubts would disappear. And would you believe it,
they have, as the factory confirmed it would be "no problem..."
The mono-wheel system has now been completely removed, I don't have to do
Modification 37 (tee hee) and I eagerly await the tri-gear kit, due shortly.
The way I see it, there are other benefits, in addition to the rather major
ones of taking off and landing, much-improved visibility on the ground being
one of them. Another is being able to fill the tank full of fuel, as the
aircraft sits "on the level" of course - if you are a single-handed operator
as I am, a useful advantage indeed.
And have you seen the mono wheel-well after operations on a wet muddy
runway? I'll be able to virtually close it off and sanitize it nicely, as
well as making it much smaller and thus more comfortable for the
occupants - a sort of LA mod in spades - as well as create more baggage space.
As an electrically-operated flap system is fitted in place of the current
all-or-nothing mechanical flaps, the pilot will have full control over both
landing and take off flap settings - surely an advantage - and will probably
have up to 40 degrees of flap range too.
Of course, there are cons as well as pros - increased empty weight (possibly
between 30 & 40 lbs), a reduction in performance (say 8 to 10 knots off the
cruise, though decent fairings could reduce this figure to around 5 to 7
knots probably)and the Europa's rough field performance will be compromised,
also trailering might not be quite so simple. But if, like me, you intend
to operate from either tarmac or decent grass airfields, field performance
should be fine - I also will keep my Europa fully-rigged in a small hangar,
so no problem here either for the single-handed operator.
However, I do have the considerable benefit of more grunt up front, namely
the NSI EA-81 100 hp engine from Aero Developments - clearly a big help in
mitigating any loss in climb/cruise performance and in operating from grass
fields. By the way, normal level cruise (not a shallow dive ...)has been
working out at around 130 knots, for realistic rpm and fuel consumption, so
a loss of 5 to 7 knots won't hurt too much.
This posting is simply for information - I will report on progress from time
to time.
David Dufton, Born-Again Triker ...
G-OURO
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Europa tri-gear conversion |
Hope it goes well David. I've flown the trike version and it's certainly easier
to land. I always fancied making the monowheel into a bicycle (like the Boeing
B47 and B52.) That wil have to wait for another day. The other thing I've always
fancied is optimising the cooling. GK Whip cools very well but had, I suspect
extra cooling drag, so I've taken out the two Rads and replaced them with a
single high efficiency unit. Problem is where to put it, and still give it
proper ducting. Did you know that the airspeed through a radiator rarely exceeds
30 mph? Hence the importance of the duct ((;-).
I've been head scratching and carving foam for 3 weeks now and laid up the new
cowling today. It won't be too different to Walter Binder's, except for the
duct. See you at the nexr fly in!
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
Reply to Peter Lert
>>I'd always wondered where your evocative
phrase, "get knotted," came from...<<
Certainly hurts when the knot lets go and hits you in the face. Seriously ?-)
though I can't think where it comes from.
Graham
BTW Peter, could you tell me how I get your magazine?
Graham
________________________________________________________________________________
| From: | Miles McCallum <milesm(at)avnet.co.uk> |
| Subject: | Re: Damper kit / rubber blocks |
My inclination (so far theoretical, if not heretical) is to bypass all this
rubber block stuff and go straight for a nice conventional adjustable coil
spring/damper arrangement. If you look at current racing motorcycle/car
technology, they use short stroke alloy dampers, adjustable for both
compression and rebound damping, as well as spring preload. There are
certainly units about that would seem to fit the bill: I believe all F1 cars
use Penske shocks, often (if not universally) with titanium springs.
(Somewhat expensive, but ever so light)
Anyone have any idea what the effective spring rate is on the Europa
suspension system?
Miles
________________________________________________________________________________
| From: | David Dufton <dufton(at)ayla.avnet.co.uk> |
| Subject: | gear conversion, dodgy prose |
To anyone not versed in the mysteries of cockney rhyming slang.
for "radio rental" read "mental" aka "nuts"
David Dufton Born-Again Triker
G-OURO
________________________________________________________________________________
| Subject: | Re: Bungee Tension |
Yes mine has stretched for sure. At the least the "ill wind" of removing the
frame for mod.37 has made it easy to retension - this time. Maybe we will
have to store them with the gear up ?!
Graham C.
________________________________________________________________________________
| From: | Peter Thomas <100335.3566(at)compuserve.com> |
| Subject: | Re: Europa tri-gear Web Page |
Hi
All this talk of tri-gear Europas reminded me that I had a few photo's of the
Tri-Gear demonstrator built by Bob and Roger in Florida. I have created a quick
web page with them on if anyone wants to take a look.
http://www.avnet.co.uk/europa/eurotri.htm
Best wishes
Pete
#191 (Tri-Gear !)
PS How is the Europa Club seminar going ? Are you there Rowland ?
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
On 6 Dec 1996, Graham Singleton wrote:
> Reply to Peter Lert
>
> >>I'd always wondered where your evocative
> phrase, "get knotted," came from...<<
>
> Certainly hurts when the knot lets go and hits you in the face. Seriously ?-)
> though I can't think where it comes from.
>
> Graham
>
> BTW Peter, could you tell me how I get your magazine?
>
> Graham
>
>
Let me know what the subscription costs. I am paying 47 pounds per year
for Flyer mailed to me here in the States. I suspect the other direction
is going to be substantially cheaper.
Steve
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Damper kit / rubber blocks |
>>
Anyone have any idea what the effective spring rate is on the Europa
suspension system?<<
No but it shouldn't be hard to work out. Full deflection should be around 9 G.
Or am I being too simple?
Graham
________________________________________________________________________________
| From: | DerylMek(at)aol.com |
| Subject: | Re: Damper kit / rubber blocks |
<<
My inclination (so far theoretical, if not heretical) is to bypass all this
rubber block stuff and go straight for a nice conventional adjustable coil
spring/damper arrangement. If you look at current racing motorcycle/car
technology, they use short stroke alloy dampers, adjustable for both
compression and rebound damping, as well as spring preload. There are
certainly units about that would seem to fit the bill: I believe all F1 cars
use Penske shocks, often (if not universally) with titanium springs.
(Somewhat expensive, but ever so light)
>>
Been lurking for some time, must finally make comment. Was watching the
toob the other night ( Discovery Channel I believe) and they had a short
feature on new mountain bike suspensions. (for those of you not up on the
American Rad and Knarly X-Generation exploits, mountain bikes are the pedal
type ridden off-road in rough and steep areas) Anyway, the suspension they
showed had red and blue compound doughnuts on a sliding shaft, with
adjustable tension even when riding. Don't recall the name of the compound
used, but it was relatively new and had exceptional damping and rebound
qualities. The doughnuts are apparently sold in bike shops. Considering
what these people were doing on some sandstone badland areas in Utah ) :-O
), it had to be good stuff. This may be a material to consider for landing
gear.
Deryl Mekelburg
PS - why are the TimeNoMoney, MoneyNoTime, and NoTimeNoMoney factors so
dominent? How often does TimeWithMoney occur?
________________________________________________________________________________
| From: | ians(at)flyer.co.uk (Ian Seager) |
| Subject: | Re: Damper kit / rubber blocks |
>Also many of us have already carved a V into our blocks with black blocks
>is that required or not
The black block that I have seen had the V's mooulded or cut into it already.
Ian
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
http://www.flyer.co.uk
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: Damper kit / rubber blocks |
In message <961207200027_100421.2123_JHU80-2(at)CompuServe.COM>, Graham
Singleton <100421.2123(at)compuserve.com> writes
>>>
>Anyone have any idea what the effective spring rate is on the Europa
>suspension system?<<
>
>No but it shouldn't be hard to work out. Full deflection should be around 9 G.
>Or am I being too simple?
I think a 9g arrival might enable close inspection of tyre and brake
condition from within the cockpit.
General conditions for landing gear are in JAR-VLA 471 through 561 and
similarly stated in FAR23.471 through 562. Landing gear drop tests are
detailed in JAR-VLA 723 through 735 and FAR23.723 through 735
Both state vertical velocities of not more than 600fpm and not less than
420fpm and that the gear may not fail but may yield when simulating a
descent velocity of 1.2 times limit descent velocity when wing lift
equals the weight of the aircraft. Drop tests need not be more than
18.7" but not less than 9.2".
--
Graham E Laucht
________________________________________________________________________________
| From: | darren stevens <darren02(at)premier.co.uk> |
| Subject: | ing wing angle of attack |
Hello, this is Martin Stevens, it is my E Mail addres despite the address
error "my son is paying the subcription to the net".
I am now about to set the wing angle of attack, and I wander if anybody out
there has any ideas as to the best way to support the wings during the set up
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Tri-gear conversion, dodgy prose |
David Dufton wrote:
>
> To anyone not versed in the mysteries of cockney rhyming slang.
> for "radio rental" read "mental" aka "nuts"
>
> David Dufton Born-Again Triker
I see you have now got past the stage of requiring your
stabiliser wheels, welcome to the Tri-gear club:-) Will you be the first
of many?
The factory has now started shipping the tri-gear kits, Margaret picked
ours up last Thursday.
Best of luck with the conversion.
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: setting wing angle of attack |
Reply to Martin Stevens
>>I am now about to set the wing angle of attack, and I wander if anybody out
there has any ideas as to the best way to support the wings during the set up<<
Not really a problem. The wings will be supported by the fuselage. All you have
to do is wedge the tips to set the incidence.
Digital levels are not really necessary, a spirit level will read to 1/10th of
a
degree. Set up the incidence as per plans but then check that both wings have
the same incidence at 70% span. (different to the root incidence, of course) If
not adjust root incidence to make them the same. An error at the root won't have
much effect, but a difference at 70% will cause a rolling moment.
Graham
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Aviation Rotax Eng's. |
Shaun Carroll wrote:
> Help please!!!
> Where can look to get more specific info about Rotax Ultralight aircraft
> engines?
Why not contact Rotax direct at the following address:
BOMBARDIER-ROTAX GESELLSCHAFT MBH MOTORENFABRIK
A-4623 GUNSKIRCHEN
PHONE 43-(0)7246-271-0
FAX 43-(0)7246 370
The info above was from their data sheet, don't guarantee any of the
spelling!
Regards,
Dave Watson
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
Peter Thomas wrote
>PS How is the Europa Club seminar going ? Are you there Rowland ?
Yes, I was there, but my trusty Mac stayed at home this time. Just as we
finished, Mark Thorogood of Northbrook College mentioned that he had a
computer hitched up to a modem in the library next door, but there was no
time left to get online. With no Mac, I was busy instead trying to make
audio tape-recordings of the seminar sessions. I will let y'all know how
successful this has been and if so, how to go about ordering copies, when
I've had a chance to assess the recordings.
The College (mainly through the agency of Mark) was very supportive of our
seminar. They also do work (at competitive rates) which might interest
Europa people - weighing, post-curing (Margaret & Dave Watson had bits of
theirs cooked while we were there), and painting.
There seems to be a good relationship with the PFA next door, with mutual
benefit, and the College are keen to get involved with PFA activities
through such things as the NVQ initiative (get a certificate of
qualification just by doing all the stuff you have to do anyway in building
an aeroplane). Peter Kember is liaising over this - expect to see more info
in "Popular Flying" soon.
By the way, "PF" is changing to a more sensible cover-date system. You have
had the last issue with the cumbersome Dec 95/Jan 96 date style! There will
be an issue in December, for December alone, then the next one will be
dated Jan/Feb & so on.
Only thing missing at Shoreham was Ivan - aeroplane was unserviceable. But
so was the weather, anyway. The other speakers filled the gap gracefully,
but I'm sure many of those present missed a chance to heckle the source of
all their troubles! John Tye's talk on operating G-PTYE showed that's
Ivan's machine has also brought a lot of joy.
Prize for the longest trip to attend has to go to Harry Will from San Francisco!
More feedback later, doubtless some from other participants too. The new
social Secretary has done a good job on his first outing. Must catch up on
some sleep now.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Edward Gladstone <101327.626(at)compuserve.com> |
| Subject: | ing wing angle of attack |
Reply to Martin Stevens
>>I am now about to set the wing angle of attack, and I wander if anybody out
there has any ideas as to the best way to support the wings during the set up<<
We welded up a couple of "U" shaped brackets with nuts welded to the top of each
leg to take set screws.
A small hole in the base of each "U" allowed them to be bolted sideways onto
the side of the fuselage near the
trailing edge of the wing and the set screws (now pointing up & down) were used
for the fine adjustment of angle of attack.
Ted Gladstone & Justin Kennedy
G-ZTED
________________________________________________________________________________
| From: | MIKE <mike.a0011109(at)infotrade.co.uk> |
| Subject: | tal electronic levels |
Can anyone please let me know if they have a source of the above - Speciality Spruce
do one ( Out of stock at moment ) - it is rather expensive and a cheaper
one would be welcome.
Also has anyone purchased a transponder aerial from Sports Craft of the U.S.A if
so - is it any good and what is the address and 'phone, E mail or fax number
?
Complimants of the season to everyone
Michael Dawson - 96
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Bungee Tension |
In message <961207074451_573552198(at)emout11.mail.aol.com>, Gramin(at)aol.com
writes
>Maybe we will
>have to store them with the gear up ?!
Wondered about that!!!
--
Rolph Muller
________________________________________________________________________________
| From: | Tim Ward <ward.t(at)xtra.co.nz> |
| Subject: | Re: Instrument panel |
Tony Krzyzewski wrote:
>
> Has anyone created a CAD file of the instrument panel shape yet?
>
> It's raining and the humidity is 78%. Can't fly and can't do any more building
until I layup my
> wing ribs :-( May as well design an instrument layout.
>
> Tony
>
> --------------------------------------------------------
> Date: 12/04/96
> Time: 11:42:59 New Zealand Summer Time (UTC +13)
>
> Kaon Technologies - Building Tomorrow's Networks
> PO Box 9830
> Newmarket
> Auckland Ph +64 9 358 9124
> New Zealand Fx +64 9 358 9127
>
> Visit http://www.kaon.co.nz
> --------------------------------------------------------
>
MOVE TO CHRISTCHURCH....NO RAIN, AND THE LARGEST EUROPA POPULATION!!!!!
Thanks for cheque.
Built table and now epoxy cabinet with thermo control. Reading manuals
and trying to find large garage with bedrooms!!Baby(europa that is) is
sleeping well in friends garage, no damage and contents checked out
however have reframed from unpacking a lot of it as it is better packed.
Letter from Martin Stoner whose brother lives in CHCH (lovely weather)
and he is coming out here in Feb. Did you get a letter from him?Got my
name from the Europa Club List.I think I will get him to be the pilot who
I will get checked out by in the UK in many years to come!!. His brother
is married to an ex Air NZ hostess Pam Wilson. Anyway in shall keep you
informed. He wants to see how far I have got on the building!!!!to
compare notes. I will have to write to disappoint him.I shall put him on
to you when passing through rainy AKL.
Cheers
Tim
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Damper kit / rubber blocks |
Dear Graham Hope you have got your noughts miixed up cos according to my
slide rule a nine g landing would produce about a 21 ton load on the front
down tubes and for sure that would crack the paint!!!. Missed you at the
semminar which went well in its slightly changed mixture of subjects. It was
good to have people talking about flying as well as glueing.( I know I
shouldn't call it that sorry.) Even if the weather prevented any flying
arrivals. Still cannot get any technical help from Europa regarding
the materials specification of the springing blocks. Any body out there
help please??? Suddenly the 1/4" packing bit has resurfaced from Roger
on the net. I cannot find it reinstated in any other factory message so I
thought it was gone for good??? Got lots of help from you all on wiring
especially from Robert Nuckalls111 but when I sent him a thankyou note it
came back with a note to say his box is full so if any of you are within
sensible calling distance of him he might just appreciate a call. Ron S no
33
________________________________________________________________________________
| Subject: | Re: Damper kit / rubber blocks |
In a message dated 07/12/96 23:55:08, you write:
>Full deflection should be around 9 G.<
Where does that come from ? - you certainly need the spring rate and weight
of a/c to calculate it. If it were 9g a half ton a/c would appear to be 4
1/2 tons unless you have a weird slide rule Ron. 9 g used to be the desgin
limit for military pilot g-suits, hardly desirable kit for the Europa, frame
or pilot. With all these undercarriages out of the aeroplanes just now,
perhaps someone will static load the arm and measure it, though the factory
must surely have done this.
Graham C.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Damper kit / rubber blocks |
In a message dated 10/12/96 12:45:08, you write:
<< If it were 9g a half ton a/c would appear to be 4
1/2 tons unless you have a weird slide rule Ron >>
Dear Graham please do not offend my slide rule(thought you were a friend?)
it may well sulk on me. I was referring to stress in the front down tubes
so your 41/2 tons has to be multiplied by four to take account of the
leaverage of the swinging arm which gives 16 tons for a 1/2 ton a/c My rule
was working on MAUW of 1300lbs hence the approx 21tons, calc says 20.89285
an a bit. That however is the crude figure and only the contact face of the
tyre hits that hard. After that the tyre and suspension system start to
modify the arrival and they in concert decide the shock imposed on the
airframe. The tuning of the suspension block and damper done by Europa
should take care of quite a load now they have thrown the nylon stops away
but the best idea is to arrive @ 1.1 or 2.0 g then your Europa will love
(and serve) you forever. Interesting tho init??? Ron S No 33
________________________________________________________________________________
| From: | "CHRISTOPH BOTH" <christoph.both(at)acadiau.ca> |
| Subject: | Re: Instrument panel |
I have bought an electric de-humidified for a little over $150. This has
allowed me to continue to work on the wings all summer long at max
60% rel humidity. A well-worth investment.
Christoph Both, #223, Halifax, Canada
Date: Mon, 09 Dec 1996 11:47:09 -0800
From: Tim Ward <ward.t(at)xtra.co.nz>
Subject: Re: Instrument panel
Tony Krzyzewski wrote:
>
> Has anyone created a CAD file of the instrument panel shape yet?
>
> It's raining and the humidity is 78%. Can't fly and can't do any more building
until I layup my
> wing ribs :-( May as well design an instrument layout.
>
> Tony
>
> --------------------------------------------------------
> Date: 12/04/96
> Time: 11:42:59 New Zealand Summer Time (UTC +13)
>
> Kaon Technologies - Building Tomorrow's Networks
> PO Box 9830
> Newmarket
> Auckland Ph +64 9 358 9124
> New Zealand Fx +64 9 358 9127
>
> Visit http://www.kaon.co.nz
> --------------------------------------------------------
>
MOVE TO CHRISTCHURCH....NO RAIN, AND THE LARGEST EUROPA POPULATION!!!!!
Thanks for cheque.
Built table and now epoxy cabinet with thermo control. Reading manuals
and trying to find large garage with bedrooms!!Baby(europa that is) is
sleeping well in friends garage, no damage and contents checked out
however have reframed from unpacking a lot of it as it is better packed.
Letter from Martin Stoner whose brother lives in CHCH (lovely weather)
and he is coming out here in Feb. Did you get a letter from him?Got my
name from the Europa Club List.I think I will get him to be the pilot who
I will get checked out by in the UK in many years to come!!. His brother
is married to an ex Air NZ hostess Pam Wilson. Anyway in shall keep you
informed. He wants to see how far I have got on the building!!!!to
compare notes. I will have to write to disappoint him.I shall put him on
to you when passing through rainy AKL.
Cheers
Tim
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
| Subject: | ogies to Seager and FLYER Magazine was Bungees |
On Sat, 7 Dec 1996, Steven A Eberhart wrote:
> On 6 Dec 1996, Graham Singleton wrote:
>
> > Reply to Peter Lert
> >
[snip]
> > BTW Peter, could you tell me how I get your magazine?
> >
> > Graham
[snip]
Then I wrote, in my usual shoot before thinking mode:
>
> Let me know what the subscription costs. I am paying 47 pounds per year
> for Flyer mailed to me here in the States. I suspect the other direction
> is going to be substantially cheaper.
>
> Steve
First, I had intended the message to go directly to Graham not the whole
Europa mail list. Second, I implied that Flyer was substantially more
expensive than US magazines going the other way across the pond. I have
since found out that the difference is much less than I thought. I guess
it still costs more to do international sales.
Sorry for the cheap shot that wasn't warranted. My subscription renewal
is printing on your FAX as I write this. Keep up the god work on the
magazine, the only improvement would be for more Europa construction
articles ;-)
Steve Eberhart
newtech(at)newtech.com
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
| Subject: | Re: Digital electronic levels |
MIKE wrote:
>
> Can anyone please let me know if they have a source of the above -
We bought a digital level at Cranfield from Light Aero Spares, cost
about 110 if my memory serves me well.
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | Denise Clodjeaux <denisec(at)ktvt.com> |
I have an unusual request. I am writing to you from a television station
in Dallas, Texas. I am desperately trying to find a pair of Royal
Airforce pilot gloves. Any ideas on where I should look? Any help would
be appreciated.
Thanks,
denisec(at)ktvt.com
________________________________________________________________________________
| Subject: | Re: Damper kit / rubber blocks |
>Furhter to Ron`s posting on rubber blocks, I have been trying without much
>sucess todate to locate a source of rubber with high hysteresis. There are
>special versions of engine/anti-vibration mounts available which use "HD
>silicone"; which has vastly improved internal damping over the rubbers commonly
>used in such applications. These are sourced from somewhere in the States, so
I
>haven` yet been able to get any data on the polymer used. But it indicates an
>avenue worth researching.
>
>Is anyone else looking (or already looked) into this? Or am I just wasting my
>time?
>Further thoughts please.
>
>Duncan McFadyean No. 175.
>
>
Dear Duncan,
We have spent a considerable time investigating high hysteresis rubbers for
the shock absorber. The conclusion we have come to is that the higher the
hysteresis, the greater the creep. If there is anyone out there who knows
different, we'd be happy to look at it.
The shock absorber with the damper kit installed is our solution, however
there is not a practical way of removing the springing contribution of the tyre.
We have demonstrated that if the aircraft is landed at the correct speed -
ie in the two point attitude, it will not bounce.
Regards,
Andy Draper.
-------------------------------------
Web Site at www.europa-aviation.co.uk
Fax No 44 1751 431706
-------------------------------------
________________________________________________________________________________
| Subject: | Re: pilot gloves |
Denise Clodjeaux wrote:
>
> I have an unusual request. I am writing to you from a television station
> in Dallas, Texas. I am desperately trying to find a pair of Royal
> Airforce pilot gloves. Any ideas on where I should look? Any help would
> be appreciated.
> Thanks,
> denisec(at)ktvt.com
Denise, I have seen them advertised in, I think, the Transair
catalogue which came with Flyer magazine ( and you might do better to
write in the Flyer mail list anyway). I do have two pairs myself but
there would have to be a fairly compelling reason for me to give one of
them away !! In any case I am rather far from you !
And, of course, I can't resist asking why you need them !
Email me direct if you need any more help.
Regards,
Martin
--
Martin W. Berner, 26 Mayfield Road, Valsayn Park, Trinidad, The West
Indies.
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: pilot gloves |
Royal Airforce Pilot's locker?
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Damper kit / rubber blocks |
Oh dear, I can't cope with all the arguments about weight, but if we are talking
about 21 tons (or is that tonnes) what does this do to the tyre?!
Having heard a little about potential punctures on landing possibly brought
about by tyre 'squadge' hitting the brake caliper, what chance have we got with
these numbers?!
Confused of Abingdon
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Damper kit / rubber blocks |
> In a message dated 07/12/96 23:55:08, you write:
>
> >Full deflection should be around 9 G.<
>
> Where does that come from ? - you certainly need the spring rate and weight
> of a/c to calculate it. If it were 9g a half ton a/c would appear to be 4
> 1/2 tons unless you have a weird slide rule Ron. 9 g used to be the desgin
> limit for military pilot g-suits, hardly desirable kit for the Europa, frame
> or pilot.
Not necessarily incorrect! Remember that this is an instantaneous shock load and
not
a sustained load. Slapping your hands together hard can generate an instantaneous
load of 20-30g's.
grab a g meter and bring it down even moderately hard on your thigh and I can guarantee
than you can easily pass
9g's (tried it last night) so Ron's 9g specification for a landing load I suspect
is not
too far off the mark.
Tony
--------------------------------------------------------
Date: 12/12/96
Time: 11:02:20 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Instrument panel |
We have the dehumidifiers running in our house all year round. The 78% was _with_
the
dehumdifier running full bore!! Outside it was sitting at a very (unpleasant) 93%.
I wish we could get dehumidifiers for $150 - our cheapest start at over US$400!!
Once summer sets in it should drop down to 40-50% outside.
Any comments from Tim Ward about moving to Christchurch will be ignored. At least
we have to
build an oven for post curing. All he has to do is leave them outside when the
Canterbury Norwester (fohn wind)
is blowing. Mind you he probably would have to tie the bits down as the wind is
quite strong as well.
Tony
wrote:
> I have bought an electric de-humidified for a little over $150. This has
> allowed me to continue to work on the wings all summer long at max
> 60% rel humidity. A well-worth investment.
>
> Christoph Both, #223, Halifax, Canada
>
>
>
> Date: Mon, 09 Dec 1996 11:47:09 -0800
> From: Tim Ward <ward.t(at)xtra.co.nz>
> Subject: Re: Instrument panel
>
> Tony Krzyzewski wrote:
> >
> > Has anyone created a CAD file of the instrument panel shape yet?
> >
> > It's raining and the humidity is 78%. Can't fly and can't do any more building
until I layup my
> > wing ribs :-( May as well design an instrument layout.
> >
> > Tony
> >
> > --------------------------------------------------------
> > Date: 12/04/96
> > Time: 11:42:59 New Zealand Summer Time (UTC +13)
> >
> > Kaon Technologies - Building Tomorrow's Networks
> > PO Box 9830
> > Newmarket
> > Auckland Ph +64 9 358 9124
> > New Zealand Fx +64 9 358 9127
> >
> > Visit http://www.kaon.co.nz
> > --------------------------------------------------------
> >
> MOVE TO CHRISTCHURCH....NO RAIN, AND THE LARGEST EUROPA POPULATION!!!!!
> Thanks for cheque.
> Built table and now epoxy cabinet with thermo control. Reading manuals
> and trying to find large garage with bedrooms!!Baby(europa that is) is
> sleeping well in friends garage, no damage and contents checked out
> however have reframed from unpacking a lot of it as it is better packed.
> Letter from Martin Stoner whose brother lives in CHCH (lovely weather)
> and he is coming out here in Feb. Did you get a letter from him?Got my
> name from the Europa Club List.I think I will get him to be the pilot who
> I will get checked out by in the UK in many years to come!!. His brother
> is married to an ex Air NZ hostess Pam Wilson. Anyway in shall keep you
> informed. He wants to see how far I have got on the building!!!!to
> compare notes. I will have to write to disappoint him.I shall put him on
> to you when passing through rainy AKL.
> Cheers
> Tim
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 12/12/96
Time: 11:07:30 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | ians(at)flyer.co.uk (Ian Seager) |
| Subject: | Re: Apologies to Seager and FLYER Magazine was Bungees |
I guess
>it still costs more to do international sales.
Monopolies eh, don't you love 'em (The Post Office)
>Sorry for the cheap shot that wasn't warranted. My subscription renewal
>is printing on your FAX as I write this. Keep up the god work on the
>magazine, the only improvement would be for more Europa construction
>articles ;-)
>
>Steve Eberhart
>newtech(at)newtech.com
>
No worries, and thanks for the subs renewal
Happy landings
Ian
Ian Seager FLYER Magazine, 3 Kingsmead Square, Bath, BA1 2AB
Tel: 01225 481440 Fax: 01225 481262
http://www.flyer.co.uk
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | rcarriage Welding |
Pete Evans has just done his 7th - mine - in I think a record two hours.
I didn't even have to remove the carpets! He's only got four more booked
so he should be even faster by then! He did mention something about
sticking one of the gusset plates up one of our venerable leaders
orifices - I wonder which one he meant.
--
Rolph Muller
________________________________________________________________________________
| From: | Graham E Laucht <graham(at)ukavid.demon.co.uk> |
| Subject: | Re: pilot gloves |
In message <961211201933_101621.3070_JHP207-2(at)CompuServe.COM>, Peter
Davis <101621.3070(at)compuserve.com> writes
>Royal Airforce Pilot's locker?
I think he may be referring to the WW1 Biggles pattern, full gauntlet
type, best bet therefore is costumiers or theatrical hire shops.
The current pattern is a close fitting grey leather number, cuffless to
prevent inadvertant opening of firing catches etc. and inadvertantly
starting a war.
--
Graham E Laucht
________________________________________________________________________________
| Subject: | Re: pilot gloves |
Graham E Laucht wrote:
>
> In message <961211201933_101621.3070_JHP207-2(at)CompuServe.COM>, Peter
> Davis <101621.3070(at)compuserve.com> writes
> >Royal Airforce Pilot's locker?
>
> I think he may be referring to the WW1 Biggles pattern, full gauntlet
> type, best bet therefore is costumiers or theatrical hire shops.
Well..........as I recall, in WW II (no, I wasn't around for WW
I) we
used a white silk inner glove, over which went a chamois leather glove
with a leather gauntlet glove on top. Not that I recall ever having
used them all at once !
>
> The current pattern is a close fitting grey leather number, cuffless to
> prevent inadvertant opening of firing catches etc. and inadvertantly
> starting a war.
Quite - and these can be bought for civilian use.
--
Martin W. Berner,
26 Mayfield Road, Valsayn Park, Trinidad, The West Indies
Live Long and Prosper !
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Damper kit / rubber blocks |
Dear confused of Abingdon please do not worry about the 21 tons. The tyre
wouldn't see that anyway it is the crude result of forces within the frame
as a result of a hypothetical 9g arrival. Where were you last night??????
the strut meeting was v good Ron S No33 What a lovely word "Squadge" !!!
the tyre only sees about a quarter of the block load.
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
| Subject: | Re: Damper kit / rubber blocks |
Hi Tony the 9g was Grahams, not mine. The misleading bit about banging G
meters around is that they don't have aeroplanes fastened to them, if they
did it would modify the deceleration, and your knee considerably. Ron S No 33
________________________________________________________________________________
| From: | bill(at)wynne.co.uk |
| Subject: | ent Radio Frequency List |
airfield radio frequencies?
what is the cure please?
minutes.
Bill W-Wynne N52=B036.7' W004=B004.5' (N Wales) 01654 710101/2/3(fax)
________________________________________________________________________________
| Subject: | Re: Damper kit / rubber blocks |
Ok Ron, sorry if your slide rule (whatever that is ? (:-))) was offended -
still want to see where the 9 g comes from . At the very surface of the
tyre the vertical velocity goes on arrival to zero, so you have infinite g on
a simplistic model there if the ground is infinitlely hard. So you need to
know a lot of compliances before you can get a g figure to use at any point.
Graham C.
________________________________________________________________________________
| Subject: | Re: Damper kit / rubber blocks |
< (Tony)
Quite so - a very high impulsive g could be measured at the tyre surface
when landing on a hard surface but due to the compliance of the tyre and
everything else (including the ground) only a correspondingly small mass
would experience this peak, so applying good old Newtons law , the product
(force) comes back to a manageable, but not trivial to calculate figure.
Might have to use your computer Ron if the slide rule doesn't object !.
A very famous mathematician invented a function (Dirac delta) to deal with
these situations which are quite common. e.g. from nail heads hitting
things,to laser energy pulses etc., which in effect by-passes the individual
infinities and zeros, and manipulates only the finite products e.g. energy.
But you need none of this if you have some measuring gear !
Graham C.
________________________________________________________________________________
| From: | jnaylor(at)avnet.co.uk (Jim Naylor) |
Bill Wynne wrote :-
<>
Simple Bill, make a mudguard for the wheel, it works great. We regularly
have to clean mud from the underside of the fuse. and wings, but the wheel
well is still spotless. I made mine from 4 plies of bid layed up on a
former made from scrap foam with ally. brackets bonded in. Only took two
attempts to get it right ! Weighs about 1 lb.,- probably less than the
weight of mud picked up on take off.
<>
Fitted a similar idea to our enclosed trailer using a car recovery hand
winch fixed by the door, and a set of pulleys to reverse the direction of
pull. It would be impossible to load the a/c with out it, certainly
single handed!
Jim Naylor
Jim Naylor No 39
________________________________________________________________________________
Leigh Allison, just finished 20 years in Middle East in executive flying.
Have fallen for smooth talking Yorkshireman's dream and beginning to realise
this may be a larger project than I thought. Am intending to take a year off
work to see if I can join the Europa fraternity and build one. New to
computers, working with my hands and English weather. Intend on returning to
Kenya with finished product, if I finish. Regards to All.
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Joining member |
>>Have fallen for smooth talking Yorkshireman's dream and beginning to realise
this may be a larger project than I thought<<
You are probably right but don't worry the dream is achieveable.
Graham
________________________________________________________________________________
| From: | AndyIngold(at)aol.com |
I am just completing my PPL, with my NFT/GFT looming.
I am finding it very hard to resist getting my hands dirty by building a
Europa, but have a few queries, If anyone can help I'd appreciate it.
- Is it realistic that a first time builder can undertake this task?
- What is a realistic build time?
- Does the finished Europa receive a permit to fly, as for example a C172
would? ie. are there any restrictions with a home-built?
- What sort of ongoing costs are required for running the aircarft?
- What sort of insurance costs should be expected (and how does it work)?
Cheers,
Andy.
________________________________________________________________________________
Undoubtedly a highly desirable addition - the simplest is probably just a
small panel fixed to the top of the arm intersecting the tangent to the tyre
along which most of the stuff flies. However this fails for those using the
standard trailer where the back of the tyre is up against a step. So for this
it has to be removeable or bigger and higher.
Having used roller blinds elsewhere in G-EMIN I have toyed with the idea of
one pulled forward over the aperture by a cord attached to the u/c arm. For
full closure some "gearing up" would be necessary, using the first cord to
rotate a shaft, spooling a second wound on a larger diamete, to pull the
blind. Not only is that more complicated but it all has to cleaned if it does
any useful work, so maybe a small fibre-glass or hard rubber flap which can
be quickly detached from the arm would be best.
Graham C
________________________________________________________________________________
| From: | rowil(at)gn.apc.org (Rowland & Wilma Carson) |
AndyIngold(at)aol.com wrote
>- Is it realistic that a first time builder can undertake this task?
Yes. That's what I plan to do.
>- What is a realistic build time?
1500 - 3500 hours have been quoted.
>- Does the finished Europa receive a permit to fly,
Yes, provided you can convince the necessary people that it is merited.
> as for example a C172
>would?
But C172s don't generally have permits - they have Certificates of
Airworthiness.
> are there any restrictions with a home-built?
Permits to fly as issued under the PFA homebuilders scheme have several
restrictions - no night, no IMC, no flying over towns, must be less than
certain weights and horsepower.
>- What sort of ongoing costs are required for running the aircarft?
Insurance, fuel, annual re-issue of permit, oil, oil filters, saving up for
a new engine after 1200 hours, landing fees, storage if you don't keep it
at home, repair/replacement of anything you break, etc.
>- What sort of insurance costs should be expected (and how does it work)?
No insurance is required for aeroplanes in UK! However many places you
might want to fly in to will require that you have public liability
insurance (like car third-party). Also, if you are worried by your
investement getting damaged by your own piloting or being stolen, etc, you
might want hull insurance too. Some of these points were covered in the
insurance session at the recent Europa Club seminar at Shoreham.
Doubtless you will get other views on these items. I make it clear that I
haven't (yet) started my Europa kit building.
Now the advice you didn't ask for!
1: Join the Popular Flying Association (PFA). That is money well spent even
if you never build your own, as they focus on other ways of staying in the
air at minimum cost. If you have a WWW browser point it at:
http://www.hiway.co.uk/customer/aviation/public/pfahome.html
2: If you want to know more specifically about the Europa, join the Europa
Club. As I'm the Membership Secretary, you can see I'm a little biassed!
E-mail me for details, and/or point your browser at:
http://www.avnet.co.uk/europa/index.html
3: Talk to as many people as possible who have built/operated the design
you favour. Be prepared to read between the lines, as people may not always
be willing to admit that they have made an expensive mistake. Items 1 & 2
will help in meeting these sort of people.
4: Building an aeroplane is _not_ a trivial undertaking, and will take
several years of calendar time. Find out if other members of your family
(eg spouse) will be supportive for the duration of such anti-social
activity.
Hope this helps
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
>
> Having used roller blinds elsewhere in G-EMIN
??????? Come on, you have to tell us where.
I _have_ to see this plane of yours next time I am in the UK!
Tony
--------------------------------------------------------
Date: 12/16/96
Time: 08:41:11 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | "Dennis Lowe" <DennisL(at)inovatec.co.uk> |
Rowland wrote:
>1500 - 3500 hours have been quoted.
From the original 500hr estimate to the now realised 1500- 3500 hrs; has
any carried out an analysis of how the time is used? Are there certain
aspects of the build that really mop up the hours or is it a bit of
everything?! My own feeling is that the main time consumer will be lack of
familiarity with this type of work and a determination to get everything
absolutely right.
The best advice I have been given was buy a Europa kit because you want to
build a plane, not because you want a plane to fly .... that comes MUCH
MUCH later!!
With so much work involved, I would imagine that the correct mental
approach is as important as a good workshop together with full family
support.
>a new engine after 1200hrs
Can the old engine be rebuilt?
regards
Dennis
________________________________________________________________________________
| From: | Tony Renshaw <renshaw(at)ozemail.com.au> |
| Subject: | s/Foam Transition |
Gidday,
No matter how lightly I sand, or what grade I use, I still end up with a
discernible transition between glass and foam. What I mean is that I can
feel it, as my finger dips down from the glass to the foam. The glass flexes
with even slight pressure at the end of the layup, and then springs back. I
wonder whether I can mask the glass, and dry micro the transition? I know I
will have to be careful to not leave micro on the glass but it should help
to keep my cloth fibres straight in both planes. Does anyone have an opinion
or advice on this? Has anyone else done this, or has all those who have gone
before accepted a slight kink over the transition area?
Regards
Tony Renshaw
The Aussie Connection
________________________________________________________________________________
| Subject: | Re: Damper kit / rubber blocks |
At 08:22 AM 12/7/96 GMT, you wrote:
>My inclination (so far theoretical, if not heretical) is to bypass all this
>rubber block stuff and go straight for a nice conventional adjustable coil
>spring/damper arrangement. If you look at current racing motorcycle/car
>technology, they use short stroke alloy dampers, adjustable for both
>compression and rebound damping, as well as spring preload. There are
>certainly units about that would seem to fit the bill: I believe all F1 cars
>use Penske shocks, often (if not universally) with titanium springs.
>(Somewhat expensive, but ever so light)
>
>Anyone have any idea what the effective spring rate is on the Europa
>suspension system?
>
>Miles
>
>
>Shock Absorber
Here's the problem (all figures approximate):-
1 Europa = 1300 lb
x 2g landing = 2600 lb (our nominal design case for the shock absorber
system - NOT the undercarriage mounting frame strength).
Mechanical advantage of swinging arm = 4
So load on shock absorber = 4 x 2600 = 10400 lb
Stroke available = 1.25" (So to answer another question the shock absorber
rate required is about 3.75 tons / inch).
Height available = 5.25" (though this could be increased slightly if you
follow the principle of our present damper system mounting method)
Cost - no more than the present method.
All "tried and tested" solutions gratefully received.
With regard to the level of 'g' experienced by the aircraft - on the drop
tests the reserve energy case (where the structure is allowed to be damaged
but must not fail) required a drop velocity of 10.17 ft/sec. The "aircraft"
rig was brought to rest in 10.75", which is an average deceleration of about
1.8g. The 10.75" was accounted for partly by the tyre deflection and partly
by the shock absorber deflection.
Regards
Andy
-------------------------------------
Web Site at www.europa-aviation.co.uk
Fax No 44 1751 431706
-------------------------------------
________________________________________________________________________________
| Subject: | Re: Damper kit / rubber blocks |
>
>Sorry to see the return of the 1/4" plywood packing is that really a factory
>recomendation?. Quite a few people called me with tales of problems of bent
>Also is there any chance of any technical information on the material from
>which the blocks are made, colour we are told about but these are not
>fashion accessories so the colour is about the last thing I need to know
>about the material unless it is used as an identifier to defrentiate between
>two different spec' materials. IF that is the case then I for one would
>like to see the different specs of the two materials. It may well confuse
>me but we can read and may eventually be able learn enough to make more
>informed decisions about our future actions concerning the u/c if we knew
>the characteristics of the materials we are using. In particular I would
>like to see any feature of the specification which would quantify its
>ability to disipate energy and thus tend to dampen the ocillations of the
>swinging arm. At worst we might be able to decide if, or not, a red block
>with a 1/4" spacer is the equivalent of a black block without packing.
>
>Also many of us have already carved a V into our blocks with black blocks
>is that required or not and if anyone ( I know there are some ) has a red
>uncut block and wish to fit damper kits should they still cut Vs in addition
>to the holes they have to cut from the blocks to fit the dampers?
>
>Is there a sheet explaining the 9 degree ground angle or have I missed it.
>
>Ron S No 33.
>
>
Your E-mail message to us has been sent to all and sundry as opposed to our
1/4" packing
------------
The original shock absorber required a pre-compression to bring the
dimension betrween the centres of the top and bottom plate bearings down to
5". The weight of the aircraft then compressed the rubber further, bringing
the top and bottom plates quite close to the limit stops. To allow further
compression of rubber to take place and not compromise propeller clearance
we added a spacer. Following the drop tests we decided to reduce the amount
of pre-compression such that the distance between the plate centres would be
The materials of the red and black blocks are the same: polyurethane grade
RHS/204/all weather 75=B0 Shore hardness to standard commercial tolerances.
The black block is 3/8" deeper than the red to accommodate the extra 1/4"
required between the top and bottom plate mounting centres.
The reason for the colour change of the block is that we have changed the
manufacturer. The first gave no choice of colour, the second allowed a
(a) to ease identification of the changeover,
(b) as it is in a muddy environment a light colour may be
considered inappropriate.
We don't consider that the rubber block has any ability to dissipate energy
(although of ocurse it will to a degree) which is why we have introduced a
damper system. The red block plus spacer will be slightly stiffer than a
black block without, but when you try to quantify the difference in the real
world i.e. on an aeroplane during a landing, you'd need a very sensitive bum
to be able to feel it.
Since the modification which calls out the requirement to cut the Vees in
the rubber blocks (Mod no 16 dated 7 November 1995) was issued, the tooling
for these blocks was altered so that those later recipients of fuselage kits
had the mod done for them.
The Vee shapes and the dampers are not related. All blocks must comply to
Mod 16, with or without dampers, as otherwise there is the possibility of
over-stressing the reaction plates.
When the shock absorber has been set up correctly and the aircraft is sat on
the gorund ready for flight, the fuselage will be in a nose up attitude of
around 9=B0. Fuel, people, baggage, etc. will all alter this figure. Use it
as a double check if you have an inclinometer handy.
Andy
-------------------------------------
Web Site at www.europa-aviation.co.uk
Fax No 44 1751 431706
-------------------------------------
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
>> the main time consumer will be lack of
familiarity with this type of work and a determination to get everything
absolutely right. <<
Exactly. 50 % of the time spent will be head scratching, if not working out how
to do it, then how to do it better.
Yes the engine can be rebuilt but engine manufacturers tend to make the spares
very expensive.
It's still worth doing, though. There are rewards at the end, even some during
the build.
Graham
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
| Subject: | Re: Damper kit / rubber blocks |
In message <1.5.4.16.19961216084958.265797fe(at)post.europa-
aviation.co.uk>, europa aviation ltd <enquiries@europa-aviation.co.uk>
writes
>The reason for the colour change of the block is that we have changed t
I went ahead and invested in the new block - painted the plates black -
the whole thing went together easily and looks magic - like something
out of Star Wars - nearly hung it on the wall, but reason prevailed and
G-Ratz is almost nearly re-assembled ready for its Christmas party down
at the aeroclub.
--
Rolph Muller
________________________________________________________________________________
| From: | RonSwinden(at)aol.com |
Dear all We really do seem to need a FAQ file (frequently asked questions)
for starters for our group it could include info such as Rowland C has just
put out to one enquirer.The exellent message that Bob Nuckalls sent to me re
panel wiring would be useful too. Do we have a volunteer in our midst who
would like to do the collecting and editing, and perhaps the odd update.
Hopefully Pete Thomas could give it an address and tell people how to find
it.
Please forgive me taking the chair as it were but it would help our frequent
contributors by relieving them of the task of answering the same questions
time after time.
A few lines to say that I shall be off line for a while from today. About 9
years ago I had my port side hip joint swopped from bone to metal n' PTFE
and two part resin and now after only 69 years service my starboard hip
requires the same mod and I don't think the Nuffield hospital would
apprieciate me bunging up their phone lines with me computer so I shall be
quite for a while. Stop that cheeering at the back.!!!
Thanks for all your contributions this past year we have all benefited
from help from the group I am sure so I would like to say a big thank you to
all contributors and most of all to Mono and Moira at Avnet for putting up
with us. My favourite message of the year was the lovely gentle chiding from
Dave and M' Watson G- CUTY in answer to the pleadings of Susan to be
shot of the torrent of Europa mail that someone had left her with. Second
only to that was "bewildered of Abingdon" Pete Davis who was just getting
fond of Susan when she left.
All the best to you all. Build and fly safely in 97. Given a spot of luck I
will be in touch again sometime in January. Ron n' Kath S No 33
PS at Shoreham I was able to announce that I have obtained permission for
the Europa club to attend the vintage car club meetings a Silverstone in 97.
They are magic. As soon as I get written confirmation I will pass it on
thru this group and Europa Flyer along with the dates There may be other
developments at Silverstone also but they will not be before 98 at the
earliest, keep your fingers crossed.!
________________________________________________________________________________
There was a suggestion of an visit to this from the UK last year. Anyone had
thoughts for 1997 ?
Graham C.
________________________________________________________________________________
RonSwinden(at)aol.com wrote:
> - inter alia -
>
> A few lines to say that I shall be off line for a while from today. About 9
> years ago I had my port side hip joint swopped from bone to metal n' PTFE
> and two part resin and now after only 69 years service my starboard hip
> requires the same mod
Trust you have CAA, FAA & PFA approval ! Look forward to seeing you
back in the New Year - best of,luck !
Martin
________________________________________________________________________________
| From: | Rolph Muller <rolph(at)globalvt.demon.co.uk> |
In message <961216104611_1686777747(at)emout20.mail.aol.com>,
RonSwinden(at)aol.com writes
>metal n' PTFE
>and two part resin
Do get them to check the weight carefully - and if there are any bits
you don't need you could ask them to get rid - probably easier then
controlling build weight.
All the very best!!
--
Rolph Muller
________________________________________________________________________________
| From: | "Dennis Lowe" <DennisL(at)inovatec.co.uk> |
Ron Swinden wrote:
>>>>>Dear all We really do seem to need a FAQ file (frequently asked
questions)
for starters for our group it could include info such as Rowland C has
just
put out to one enquirer.The exellent message that Bob Nuckalls sent to me
re
panel wiring would be useful too. Do we have a volunteer in our midst
who
would like to do the collecting and editing, and perhaps the odd
update.<<<<<
I would be happy to offer my services. As a "just about to start" I have
a vested interest. At the moment I'm writing a short program to index and
format the archived e-mail files so that I can easily get at the contents
by subject.
All the best with the hip replacement, my father (85) is anxiously waiting
for his.
________________________________________________________________________________
| Subject: | Re: Came to me in a blinding flash |
Ok Tony I'll come clean,.(even if the madflups fail (:-)). I have long found
that throwing maps "over the back" meant you couldn't get them when you
wanted them. So I have two car-window-type roller blinds which can be pulled
forward from just below the "D" to the back of the headrests, effectively
forming a lightweight shelf as well as imparting a little privacy to
purr-sonal belongings.
<< _have_ to see this plane of yours next time I am in the UK!>>
It's a sorry sight at the moment with the engine off and frame out - but if
Santa Ivan sends the frame back for Chistmas maybe we'll rendevous half way
round ?
Graham C.
________________________________________________________________________________
<<50 % of the time spent will be head scratching>
Add about 10% for explanations to spouse. e.g.
Why do we now have a part-grey hall carpet ?.
Where did our black cat go to, and where did the white one come from ?
Why do I stick to the telephone now ?
How did the electricity bill double this winter ?
When can I get back my garage (kitchen stools, cutlery, scissors etc. etc.) .
Why is there a white outline of a fuselage on the drive-way ?
Why is that beam above my garage door bent ?
Do delivery men really have to wake us every other morning ?
No, that wedding dress in the loft isn't glass fibre.
When can we go on hoilday next ?
Why are you offering me overalls for Christmas ?
Has there really been a computer error on our savings account ?
No doubt this list will be extended by other builders,
Graham C.
________________________________________________________________________________
| From: | Rowland & Wilma Carson <rowil(at)gn.apc.org> |
| Subject: | & index (was: Should I?) |
Dennis Lowe wrote:
>Ron Swinden wrote:
>>>>>>Dear all We really do seem to need a FAQ file
[snip]
>I would be happy to offer my services.
Excellent! A volunter is better than ten pressed men!
I guess the first FAQ should be "How do I leave the Europa list?" :-)
Sounds as though you know what's involved, but if you want examples of how
to do this, but if you want inspiration I can point you at several worthy
examples.
> At the moment I'm writing a short program to index and
>format the archived e-mail files so that I can easily get at the contents
>by subject.
Oh dear - we are good at re-inventing the wheel here! Of course, not until
you have got your index done will you find out that at least two other
people have done this already - Peter Thomas and myself. See our postings
in August 1996 for more info.
Basically, Peter has done something which is standalone for windoze users.
I've done a thing which munges the archive files into input for any
database (or spreadsheet at a pinch) program by converting it all to
tab-separated text. Let me know if you would like my C source for the
reformatting program (very little is Mac-specific, so should port easily
elsewhere).
I can also let you have my FileMaker Pro version of the index created by
that process - preferably not by e-mail, it's ~4M - but by floppy disc in
the post if we can agree a mutually compatible segmenting method. It will
run on any FMP3 installation in Mac, W3.1, W95. I can also export to a .DBF
version if that flavour appeals to you.
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | "Dennis Lowe" <DennisL(at)inovatec.co.uk> |
Ref/ Ron Swinden ... should I, Rolph Muller weight etc
Forget the weight, worry about your compass ... make sure they use decent
grade stainless alloy otherwise the compass will follow you!
Wishing you all the best.
Dennis
________________________________________________________________________________
| From: | Peter Davis <101621.3070(at)compuserve.com> |
| Subject: | Re: Glass/Foam Transition |
In reply to Tony Renshaw's concerns about glass/foam transition:-
Not sure exactly what/where you are concerned about. If you can be more specific
I am sure many of us can help.
regards,
Peter
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Came to me in a blinding flash |
So I am not the only person who throws maps over their shoulder once you leave
the area!
My son (who rides rear seat, is getting quite good at catching maps and refolding
them :-)
I like the idea, simple, effective and fiendishly clever.
Tony
>
>
> Ok Tony I'll come clean,.(even if the madflups fail (:-)). I have long found
> that throwing maps "over the back" meant you couldn't get them when you
> wanted them. So I have two car-window-type roller blinds which can be pulled
> forward from just below the "D" to the back of the headrests, effectively
> forming a lightweight shelf as well as imparting a little privacy to
> purr-sonal belongings.
>
> << _have_ to see this plane of yours next time I am in the UK!>>
>
> It's a sorry sight at the moment with the engine off and frame out - but if
> Santa Ivan sends the frame back for Chistmas maybe we'll rendevous half way
> round ?
>
> Graham C.
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 12/17/96
Time: 12:11:56 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
If you couldn't send it back to the factory, perhaps Pete Evans could have
done it insitu?
Best of luck Ron,
Graham C.
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
> Add about 10% for explanations to spouse. e.g.
>
> Why do we now have a part-grey hall carpet ?.
Why is the hall carpet solid?
> Where did our black cat go to, and where did the white one come from ?
Why is the cat stuck to the wall?
Why has the cat got newspaper stuck to its paws?
Why is there a meeowing coming from inside that box?
> Why do I stick to the telephone now ?
Why do I stick to _everything_ now?
> How did the electricity bill double this winter ?
Why can't I turn the taps on the laundry sink anymore?
> When can I get back my garage (kitchen stools, cutlery, scissors etc. etc.) .
....scales, bedroom cupboard, rotary cutter, sanity?
> Why is there a white outline of a fuselage on the drive-way ?
Oooh I hadn't thought of that one!!
> Why is that beam above my garage door bent ?
Why is there a hole in the wooden beam across the garage door (see crane
vs house problem)?
> Do delivery men really have to wake us every other morning ?
Do you _really_ need all of this stuff?
> No, that wedding dress in the loft isn't glass fibre.
Why are there glass fibre offcuts all over the lounge floor?
> When can we go on holiday next ?
When can we see you again?
> Why are you offering me overalls for Christmas ?
Why am I wearing this mask and gloves?
> Has there really been a computer error on our savings account ?
Have you seen this month's American Express bill?
What is all of this blue stuff in the house?
Why do you have to paint the metal green, it's not very pretty?
Where are you going with the bathroom towel rail?
Why did the timber yard send you a Christmas card?
Do you _really_ need three feet of books beside your chair?
Why did you buy fifty pairs of rubber gloves from the supermarket?
and of course....
You're not _really_ serious about building a plane are you?
closely followed by....
I have found this _really_ nice diamond ring :-)
Tony
#272
--------------------------------------------------------
Date: 12/17/96
Time: 12:14:38 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Steven A Eberhart <newtech(at)newtech.com> |
On Tue, 17 Dec 1996, Tony Krzyzewski wrote:
[snip]
>
> What is all of this blue stuff in the house?
> Why do you have to paint the metal green, it's not very pretty?
> Where are you going with the bathroom towel rail?
> Why did the timber yard send you a Christmas card?
> Do you _really_ need three feet of books beside your chair?
> Why did you buy fifty pairs of rubber gloves from the supermarket?
>
> and of course....
>
> You're not _really_ serious about building a plane are you?
>
> closely followed by....
>
> I have found this _really_ nice diamond ring :-)
I see your wife has found the little known conversion ratio that equates
airplane cost * building time * space required = x Carats. The constant
x varies between different aircraft designs. Seems it is higher for most
composite designs :-)
Steve
newtech(at)newtech.com
________________________________________________________________________________
| Subject: | whizz and Blighty visiting |
Pondering the equations for the dropped frame, while reading Tony's global
transit intentions, it occurred to me that the best way from Auckland to
Edinburgh is to jump into an evacuated hole bored between the two. You need
to be grabbed timeously as you appear (at zero velocity) the far end,
otherwise you a doomed to oscillate for ever between the ends with a period
which (not surprisingly) turns out to be that of the great circlel low earth
orbit . You also happen to reach half earth escape velocity (say 3.5
mile/sec) at the middle, but maybe that's just as well in view of the
temperature there.
A few cans of 4x would no doubt help, especially as extra baggage is totally
free with this method of transportation, though if I jump in this end when
you start, there would be hardly time for a quick handshake as we pass, let
alone a booze-up. Who says theoretical physics is dull - better than a slap
in the face with a wodge of wet epoxy eh?
Merry Christmas all,
Graham C.
________________________________________________________________________________
| From: | Peter.Thomas(at)burton.co.uk |
| Subject: | Re: EuroChat V1.1 |
Dennis Lowe wrote....
>>At the moment I'm writing a short program to index and format the
archived e-mail files so that I can easily get at the contents by
subject.<<
It's been done already Dennis, at least four times that I know of.
My attempt, EuroChat V 1.1 will be out soon. All I have added is the
ability to print a nicely formatted page for each message. You can now
print off your favourite (most useful tips etc) and keep them in the
workshop.
Eurochat V1.0 is available on the Europa ftp site......
ftp.avnet.co.uk/pub/europa/eurochat.zip
Just unzip it and run setup. The installation program will do the
rest. It handles, importing archives, searching, sorting, filtering
and now printing. Windows 3.1/95/NT.
Pete
________________________________________________________________________________
| From: | dwatts(at)ayla.avnet.co.uk (David Watts) |
Hi there one and all, I have made it here at last, after a spell of
indecision, followed by a few problems, which Monu & Moira managed to sort.
I am David Watts, and some of you may already know me, or know of me, as I
recently became editor of The Europa Club Flyer (the next issue is due out
Thursday). I am a 50 year old, running my own business supplying fuel in the
model aircraft world, and I am building the Europa with my wife and
daughter, Marion & Sarah (Sarah at 20 has a PPL and is a 50% shareholder).
We started building 12 months ago last week and have finished the tail,
wings and fuselage. We are now working on the upholstery, the panel and
filling the flying surfaces. We have taken the u/c frame back out and
returned it to the factory last week when we picked up our 912.
I hope that I can be a help on this forum, as it has helped me. I have been
receiving the information from various sources for some time, as I have been
compiling a hints & tips book on the Europa, which includes items from the
Club Newsletter, the Factory Newsletter and this forum. It runs to 60 A4
pages and will be finalised by the end of this week. Full costing and
availability will be published here at that time.
Bye for now - David Watts
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: G - whizz and Blighty visiting |
> A few cans of 4x would no doubt help,
4x is an Australian beer but as a consolation the brewery is (like most in Australia)
owned by New Zealand :-)
Steinlager would be a better choice!
Tony
--------------------------------------------------------
Date: 12/18/96
Time: 08:13:25 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: EuroChat V1.1 |
> My attempt, EuroChat V 1.1 will be out soon. All I have added is the
> ability to print a nicely formatted page for each message. You can now
> print off your favourite (most useful tips etc) and keep them in the
> workshop.
What? You don't have a PC online in the workshop!!!
Tony
--------------------------------------------------------
Date: 12/18/96
Time: 08:16:21 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | y Season Arrives |
Since the festive season approaches and some of us will soon be
lying by the pool, eating barbecued prawns and sipping fine New Zealand
wine while thinking of how nice it is not to have to trudge through slush and snow
it might be a nice idea to have a week of levity.
A question....
What items have you used in the construction of your aircraft that most people
would never think of using?
I know we have roller blinds and 35mm camera film containers so far!
To make thinks more interesting I will courier a bottle of New Zealand
Deutz champagne to the submitter of the most ingeneous/unusual/strange/whatever
suggestion.
For each submission you should identify the item, where it was used on the aircraft
and
why you used it!
Post entries to europa(at)avnet.co.uk so we can all enjoy them.
Tony
--------------------------------------------------------
Date: 12/18/96
Time: 08:20:12 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | "Dennis Lowe" <DennisL(at)inovatec.co.uk> |
1: John Bean wrote:
>> interested .... programme to access archived data <<
Seems like I've gone down a well trodden path. Programmes such as this, I
tend to write as needed to meet my own requirements, without checking to
see if they have been written before.
Anyway you have a wide choice! I will leave you in the capable hands of
Rowland and Peter.
2: FAQ volunteer
The offer still stands! I have learned so much from the forum, I am happy
to put something back. If I can be of use just send a few notes of what
is required.
________________________________________________________________________________
| From: | "Kerry Lamb" <kerrylamb(at)worldnet.att.net> |
| Subject: | Re: Silly Season Arrives |
> it might be a nice idea to have a week of levity.
Per Tony's idea:
Santa Claus, like all pilots, gets regular visits from the Federal
Aviation Administration, and it was shortly before Christmas when
the FAA examiner arrived. In preparation, Santa had the elves wash
the sled and brush down the reindeer.
Santa got his logbook out and made sure all his paperwork was in
order. The examiner walked slowly around the sled. He checked the
reindeer's harnesses, the landing gear, and Rudolf's nose. He
painstakingly reviewed Santa's weight and balance calculations for
the sled's enormous payload.
Finally, they were ready for the checkride. Santa got in and
fastened his seatbelt and shoulder harness and checked the compass.
Then the examiner hopped in carrying, to Santa's surprise, a
shotgun.
What's that for?" asked Santa incredulously.
The examiner winked and smiled: "I'm not supposed to tell you this,
but you're gonna lose an engine on takeoff."
Kerry
Very funny Scottie...now beam down my clothes!
________________________________________________________________________________
| From: | Ken Hunter <krhunter(at)pcug.org.au> |
| Subject: | Re: G - whizz and Blighty visiting |
Tony Krzyzewski wrote:
>
> > A few cans of 4x would no doubt help,
>
> 4x is an Australian beer but as a consolation the brewery is (like most in Australia)
owned by New Zealand :-)
>
Tony,
NZ might own Oz breweries, but doesn't Oz own NZ?
(A bit of friendly cross-Tasman rivaly folks;-)
Keep up the good work on your builder's pages, Tony
Have a happy Xmas, all.
Ken Hunter
Canberra, Australia
________________________________________________________________________________
| Subject: | stmas holiday arrangements |
We shall be closing down for the Christmas and New Year holiday from
lunchtime Friday 20th December, reopening on Thursday, 2nd Jan 1997; so if
you run short of rivets, bolts, stiffnuts, etc. during this period you will
be doomed to spend the festive season in the bosom of your family!
All of us at Europa Aviation wish you a very happy Christmas and a happy and
prosperous New Year.
-------------------------------------
Web Site at www.europa-aviation.co.uk
Fax No 44 1751 431706
-------------------------------------
________________________________________________________________________________
| From: | PGrif75120(at)aol.com |
Just a short note offering a ray of hope for those who have not completed mod
37. Just finished the welding. There are some awkward positions and angles to
overcome but the job went smoothely and there are no problems with the shaft
stiffening in the bronze bushes. The frame came out relatively easily with a
bit of heat ducted down the tubes. Going to see if I can get it re-powder
coated tomorrow before reassembly.
Yes it is a bit of a pain having to go back and take apart what has already
been done but isn't that much better than having a mark 1 with a problem? I
for one am happy with the way the factory has dealt with this. It is worth a
bit of frustration to have a sound aircraft at the end of the project.
HAPPY CHRISTMAS ONE AND ALL
Got to go now -- it sounds like my daughter has just lost her pet gerbil and
it's gone down the fuel filler pipe. WHY ME!!!????
Patrick Griffin (no. 69)
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
>
> Got to go now -- it sounds like my daughter has just lost her pet gerbil and
> it's gone down the fuel filler pipe. WHY ME!!!????
I hear that avgas and a match works wonders in this sort of situation. Doesn't
do much for the
tank but sure gets the gerbil out in a hurry!
:-)
Tony
--------------------------------------------------------
Date: 12/20/96
Time: 10:24:46 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| From: | dwatts(at)ayla.avnet.co.uk (David Watts) |
Thanks Peter, the Seminar article was received and is already in print. The
who Europa Club Newsletter is printed except for 1 page wainting for snail
mail to deliver copy of an ad. I have set Friday as the deadline when the
journals will be sent out to the members. Not sure if you will all receive
them before Christmas.
Bye for now
David Watts.
________________________________________________________________________________
| From: | jginnes(at)juno.com (John G Innes) |
Hello,
I have the information kit + stage 1 manual for Europa. The next step is
to join EAA to get local advice, for which my need is great. I have not
flown as pilot in command for 30-years, and only have a glider rating.
Need to learn current FAA regulations on kit-built aircraft, and
inspection requirements. Also need to see if any local instructors would
be willing to train me in a kit-built.
Europa seems such a neat solution to many conflicting requirements! I
hope to learn more through this forum. The BMW engine and variable-pitch
prop are areas of interest. Did not see any provision for strobe or
navigation light wiring in the stage 1 manual, and most info photos of
existing Europas do not show them. Perhaps that is dealt with in later
stages, but I was curious about it.
.John G. Innes
Cape Fair, Missouri
________________________________________________________________________________
| From: | bizzarro(at)easynet.co.uk (Eddie Hatcher) |
| Subject: | Re: New forum user |
>Hello,
>I have the information kit + stage 1 manual for Europa. The next step is
>to join EAA to get local advice, for which my need is great. I have not
>flown as pilot in command for 30-years, and only have a glider rating.
>Need to learn current FAA regulations on kit-built aircraft, and
>inspection requirements. Also need to see if any local instructors would
>be willing to train me in a kit-built.
>
>Europa seems such a neat solution to many conflicting requirements! I
>hope to learn more through this forum. The BMW engine and variable-pitch
>prop are areas of interest. Did not see any provision for strobe or
>navigation light wiring in the stage 1 manual, and most info photos of
>existing Europas do not show them. Perhaps that is dealt with in later
>stages, but I was curious about it.
>.John G. Innes
>Cape Fair, Missouri
>
>
Hi and welcome,
Yes, the Europa is an excellent aircraft by all accounts, and yes there is
no provision for strobes or Nav. lights at all. But many people have fitted
them and there is no problem with doing so, but I assume that you have to
have any mods approved as we do in the UK. I would worry about how to fit
them exactly once you have the kit and can see exactly how you want to fit
them. There is a list of approved mods with names of builders who have done
them, many of whom will have subscribed to this mailing list. So check the
email and I'm sure that someone will be able to help you out.
Cheers
Eddie
//// Eddie Hatcher //// Kit 279 /////
//// South East London Flying Group /////
//// bizzarro(at)easynet.co.uk /////
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: New forum user |
Hi John and welcome.
You need to talk to Bob Burube at Europa and find out about Europa peole near
you. European homebuilts aren't allowed to fly IFR or night, hence not many fit
lights. Strobes are often fitted though. These airplanes are relatively easy to
customise, in fact it's hard not to make so many additions that you never get
finished.
Inspection requires several visits by a Tech Councillor from the EAA, who will
tell you where to find one familiar with composites, but the most useful help
will come from other composite builders, not necessarily Europa builders. If you
have Compuserve try a question on the AVSIG homebuilt corner forum.
Graham
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <72770.552(at)compuserve.com> |
| Subject: | tronic Ignition, et. als. |
>
> My only regret so far: I didn't heed my own gut instincts to get on board
> with Bob Nucholls' Aero Electric Connection for bulletproof electrical system
> design before doing my panel and wiring... with one of the mags replaced by
> an electronic ignition, I suddenly care alot more about any possible
> scenarios where the alternator goes off line and the battery starts to wind
> down......
>>I've experienced electrical system failures two times. If you turn off the
>>lights and keep your radio transmissions to a minimum, you'll have more battery
>>than you have fuel. An alternator failure is simply no big deal, if your
>>battery is up to snuff.
The operative words here are "up to snuff" . . . . we replace tires when
the tread is almost gone, overhaul engines when conpression is low, etc
but we run batteries until they die . . .
The battery SHOULD be your MOST reliable source of electrical energy but
by the time it cranks the engine for the last time, it's usefulness as
a standby power source is long since departed. I've got a lot of readers
putting in electronic ignition with dual 17 a.h. battery installations.
I recommend replacing one battery every annual. That way you never have
a battery older than two years and always on less than one year old.
THEN . . . the alternator becomes a means for keeping batteries charged
and NOT a requirement for keeping one aloft.
Regards,
Bob . . .
AeroElectric Connection
////
(o o)
| |
| Go ahead, make my day . . . |
| Show me where I'm wrong. |
72770.552(at)compuserve.com
http://www.aeroelectric.com
________________________________________________________________________________
| From: | jginnes(at)juno.com (John G Innes) |
I signed up for Europa Forum under the mistaken assumption I could glean
info without pestering anybody until I make a decision on the kit. Did
not reckon on enthusiasm of Europa builders who kindly took the time to
answer questions.
Thanks for all the help. There is no question about Europa being the most
thoughtful kit design I have seen. The remaining question is whether and
when I can commit to build. So I will remain in the background - gnawing
on that!
John Innes
________________________________________________________________________________
| From: | D Reed <dreed(at)cdsnet.net> (by way of Rowland & Wilma Carson) |
I think the following fits in with the mood of seasonal levity recently
observed hereabouts so am forwarding it to the list ....
Hi Wilma & Rowland
Thanks for the information & entertainment I have gleaned these past few
months from the Europa E mail.Thought you might like an alternate recipe
to the usual xmas cake.
Merry xmas & keep up the good work.
Derek Reed
Oregon
Thought you might enjoy this e-mail I received - if you haven't already
seen it that is.
CHRISTMAS FRUIT CAKE RECIPE
Ingredients:
1 cup water 8oz. mixed nuts 1 cup brown sugar
1 cup butter 1 tsp. salt 2 cups dried fruit
4 large eggs juice of 1 lemon 1 tsp baking powder
1 bottle bourbon
Method:
Sample the bourbon to check quality.
Take a large bowl. Check the bourbon again, to be sure it is of
the highest quality. Pour one cup and drink. Repeat.
Turn on the electric mixer, beat one cup of butter in a large
fluffy bowl.
Add one tsp sugar and beat again. Make sure the bourbon is still
okay. Cry another tup. Turn on the mixerer. Break two eggs and
add to the bowl, chuck in the dried fruit. Mix on the turner. If
the fried druit gets stuck in the beaterers, pry it loos with a
drewscriver.
Sample the bourbon to check for tonsiscency.
Next sift two cups of salt, or something. Who cares? Check the
bourbon. Now sift the lemon juice and strain your nuts. Add one
table. Spoon. Of sugar or something. Whatever you can find.
Grease the oven. Turn the cake tin to 350 degrees.
Don't forget to beat off the turnerer. Throw the bowl out of the
window, check the bourbon again and go to bed.
MERRY CHRISTMAS, HAPPY HOLIDAYS, EAT CAKE!
________________________________________________________________________________
| From: | Rowland & Wilma Carson <rowil(at)gn.apc.org> |
| Subject: | Re: New forum user |
John G Innes wrote:
> Did not see any provision for strobe or
>navigation light wiring in the stage 1 manual, and most info photos of
>existing Europas do not show them. Perhaps that is dealt with in later
>stages, but I was curious about it.
NB to Dennis Lowe - this is one for the FAQ file!
The Europa (as its name implies) was designed for European (and
specifically British) conditions, as opposed to many other composite
designs which assume an American environment and mind-set.
Why no nav lights? (Same answer also fits another FAQ: why the panel so small?)
In UK, home-builts aren't allowed to do night or IFR, so there's no need to
fit stuff that is only needed for instrument flying. However, there's
nothing except the weight penalty to stop you fitting that stuff if you
want to.
The strobe does seem a good idea in almost any environment, and most people
are fitting them. A standard installation has yet to emerge (wingtips, top
of fin, top of fuselage, have all been seen).
cheers
Rowland
... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | skypilot <skypilot(at)ozemail.com.au> |
| Subject: | did that fairy get on top of the Chrissy tree? |
Kerry Lamb wrote:
>
> > it might be a nice idea to have a week of levity.
>
> Per Tony's idea:
>
> Santa Claus, like all pilots, gets regular visits from the Federal
> Aviation Administration, and it was shortly before Christmas when
> the FAA examiner arrived. In preparation, Santa had the elves wash
> the sled and brush down the reindeer.
>
> Santa got his logbook out and made sure all his paperwork was in
> order. The examiner walked slowly around the sled. He checked the
> reindeer's harnesses, the landing gear, and Rudolf's nose. He
> painstakingly reviewed Santa's weight and balance calculations for
> the sled's enormous payload.
>
> Finally, they were ready for the checkride. Santa got in and
> fastened his seatbelt and shoulder harness and checked the compass.
> Then the examiner hopped in carrying, to Santa's surprise, a
> shotgun.
>
> What's that for?" asked Santa incredulously.
>
> The examiner winked and smiled: "I'm not supposed to tell you this,
> but you're gonna lose an engine on takeoff."
>
> Kerry
> Very funny Scottie...now beam down my clothes!
HOW DID THE FAIRY GET ON TOP OF THE CHRISTMAS TREE?
As you can see from the foregoing, Santa was getting very stressed with
the threat of the CASA (Civil Aviation Safety Authority here in Oz)check
ride (substitute kangaroos for reindeer also known as 'six white
boomers'.
Mrs Claus was on his back 'cause he has not yet cut the grass for the
barbie tomorrow(no snow in Oz, great scorching summers day, yay...) and
the barbie (BBQ) is still in the shed covered in cobwebs and they are
having a few people around for lunch, prawns, damper on the menu and a
few XXXX (4x beer) have to be bought and a bag of ice for the esky to
look after the beer.
Any way, all this is getting to Santa and he was getting a bit stressed
making sure he has the weight and balance right then in trots the fairy
with a huge Christmas tree. She goes upto Santa (brave fairy) and taps
him on the knee cap (she was too short to reach his shoulder) and she
says, "hey Santa where do you want the Christmas tree?"................
Denys Gover,
Canberra, Australia on a nice warm summers day about 28 degrees C ah...
beaud'iful.
________________________________________________________________________________
| From: | Rogelio Boyd <rogedit(at)panama.phoenix.net> |
PLease send information on how to make a virus or if you are so kind in
sending me one of your many infected files. plese send it to
rogedit(at)panama.phoenix.net
________________________________________________________________________________
| From: | LTC Larry Portouw <portouwl(at)ix.netcom.com> |
--------------5DA5654266AF
I'd be more than happy to cough on Mr Boyd- Had the flu for about the
last 2 weeks.
--
****************************************************************
Lawrence J. Portouw | portouwl(at)ix.netcom.com
Lt Col, US Army | (72170.1636(at)compuserve.com)
United States Central Command, MacDill AFB (Tampa), Florida
--------------5DA5654266AF
Date: Sat, 21 Dec 1996 12:28:33 -0500
From: Rogelio Boyd <rogedit(at)panama.phoenix.net>
Subject: virus
PLease send information on how to make a virus or if you are so kind in
sending me one of your many infected files. plese send it to
rogedit(at)panama.phoenix.net
--------------5DA5654266AF--
________________________________________________________________________________
| From: | John Bean <72016.641(at)compuserve.com> |
One of the new special titanium undercarrage frame fitted so far is performing
well with no unforseen problems. There has yet to be full stress tests after
fitting and full cure of the retention fittings. I have suggested an initial
drop test of about 2 ft with a solid 'tyre' fitted. Unfortunatly I cannot get
the 'G' meter to fit firmly enough in place.
Seriously folks Ron Swinden is recovering well from his hip replacement. I have
suggested to him that he have a 'G' meter fitted to his hat and jump off the end
of the bed with rubber shoe soles of a known characteristic. Armed with his
trusty slide rule, he can check up on the Doctor's work!
Kath says that all is ok and - after a couple of days - he is beginning to look
well again. He is expected to be in hospital for quite a few more days yet.
John Bean
________________________________________________________________________________
| Subject: | Re: New forum user |
John,
Here in the US we have no problem in installing lighting on the Europa.
Most everyone is installing strobes and nav lights in wingtips using
lightweight conduit. Very simple installation. Contact Europa in
Lakeland, FL. for instructions or any Europa builder here in US.
Good Luck.
Bob
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
Gramin(at)aol.com wrote:
>
> There was a suggestion of an visit to this from the UK last year. Anyone had
> thoughts for 1997 ?
Went last year, and our flight tickets are already booked for 1997.
Havn't arranged any accomodation yet, although Margaret is doing this
straight after Christamas.....she's more time on her hands now that she
has just retired (think og all the rubbing-down she can do!):-)
Dave & Margaret Watson
#224 G-CUTY (Tri-gear)
________________________________________________________________________________
| From: | Margaret & Dave Watson <dmw(at)querandi.demon.co.uk> |
Rogelio Boyd wrote:
>
> PLease send information on how to make a virus or if you are so kind in
> sending me one of your many infected files.
Don't even think of writing a virus, its illegal and even if I had the
information to hand I wouldn't tell you!
I can certainly send you an infected file and I hope it destoys your
machine for GOOD!!!!!
________________________________________________________________________________
| From: | Tony Krzyzewski <tonyk(at)kaon.co.nz> |
| Subject: | Re: Thx for responses |
John,
Finding the time is easy. Just don't sit in front of the television. Once you turn
the
box off it is amazing how much extra time you have.
Even if you only spend an hour a day and then have a burst of glass laying up you
will have progress.
Don't be concerned with getting the plane airborne by a particular date. Believe
me, the build
process is an entertaining hobby in itself, in fact many homebuilders get bored
once they have finished
their first and go on and build another.
Tony
> I signed up for Europa Forum under the mistaken assumption I could glean
> info without pestering anybody until I make a decision on the kit. Did
> not reckon on enthusiasm of Europa builders who kindly took the time to
> answer questions.
>
> Thanks for all the help. There is no question about Europa being the most
> thoughtful kit design I have seen. The remaining question is whether and
> when I can commit to build. So I will remain in the background - gnawing
> on that!
> John Innes
>
---------------End of Original Message-----------------
--------------------------------------------------------
Date: 12/23/96
Time: 08:21:40 New Zealand Summer Time (UTC +13)
Kaon Technologies - Building Tomorrow's Networks
PO Box 9830
Newmarket
Auckland Ph +64 9 358 9124
New Zealand Fx +64 9 358 9127
Visit http://www.kaon.co.nz
--------------------------------------------------------
________________________________________________________________________________
| Subject: | Re: New forum user |
>Here in the US we have no problem in installing lighting on the Europa.
>Contact Europa in Lakeland, FL. for instructions or any Europa builder here
in US.
Bob.
Thanks for the info. I am in the "Future Builder" category, still plowing
through the old
forum archives and newsletters, and probably should have held my question
until that
had been done. I am glad to know the answer.
Thanks again,
John
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Titanium U/C Frame |
>> Armed with his trusty slide rule, he can check up on the Doctor's work!<<
I thought "slip stick" was the approved translation of slide rule. Before
calculators, and decimal currency in UK, I used to convert Ls shillings and
pence to decimal, work out the invoice value on the slip stick, then reconvert
to LSD. Not that long ago either.No wonder Britain is still wondering why the
world left it behind. On the other hand (OTH) I'm not sure the world is any
better off. Apart from the weather.
Graham
________________________________________________________________________________
| From: | Graham Singleton <100421.2123(at)compuserve.com> |
| Subject: | Re: Thx for responses |
>> in fact many homebuilders get bored once they have finished their first and
go on and build another.<<
Do you know I think you're right. I flew my fourth last January (the Europa)
Couldn't wait till Christmas even to drag her kicking and screaming back into
the workshop for mods. Have to say though, that I can't wait to get her flying
again either.
Graham
________________________________________________________________________________
| From: | jerry <jerry(at)flyinghi.demon.co.uk> |
Does anyone have the e-mail address of Klaus Putz.
I am having trouble mailing him.
Jerry
**************** FlyingHi - Wish I was ****************
>>>>UK distributor for Arplast Composite propellers<<<<
>>>>>>> http://www.avnet.co.uk/touchdown <<<<<<<<
________________________________________________________________________________
| From: | MIKE <mike.a0011109(at)infotrade.co.uk> |
This is for male readers only - hope I do not get locked up !
A Europa flyer is taking a non- pilot up to show off his brand new baby - halfway
through the flight shear exaustion from building the kit causes him to have
a heart attack and he departs this earth.
Non-pilot is not impressed and in near-panic manages to find the press to talk
button and yells -
" Help - he is dead and I havn't a clue how to fly this thing.
TOWER : " dont worry we will talk you down "
PX - " I am scared stiff "
TOWER : relax - just tell us what speed you are doing
PX - " Speed - Speed - how do I tell that ?
TOWER - " its that round dial with numbers on it from 30 to 150.
PX - " of yes it says 100.
TOWER - " right, you are doing 100 knots
PX " - 100 kts !!!!!! panic panic.
TOWER : " right now how high are you ?
PX- " how the hell do I know ?
TOWER -" its a round dial with two needles.
PX - " oh yes its says - 2000.
TOWER - " o.k. you are at 2000 feet.
PX - 2000ft !!!!! yell yell - get me down !
TOWER - what is your attitude ?
PX - very confidently - oh I am upside down.
TOWER - " How the hell do you know that ?
PX - " there is a lot of brown stuff running out of my collar !!!!!!!
Wishing you all a good Xmas and good flying in 1997
Yorshire builder 96 - Mike Dawson.
________________________________________________________________________________
| From: | John Bean <72016.641(at)compuserve.com> |
| Subject: | igger latch angle |
Seasons Greetings to all.
Now that the outriggers seem to have reached a stage of 'final' modifications I
have decided, during the holidays, to set up the outrigger latches. I gone to
the factory for 'advice' the couple of times I have ended up miss-reading the
instructions in the past but they are closed for the holidays at the moment so
I
apeal for a little advice.
On lowering the flap I have found that the OR1 contacts the OR7A/OR7B assembly
at 19 degrees (+/- 0.25 degrees) flap angle on both the port and stbd side.
The manual, page 9-13, revision 4, says latched be 'in' by 25 degrees so that
seems ok even if a long way off. The Owners manual states approximatly 20-24
degrees.
As the angle is set by the contact of OR1 and OR7 unless the leading edge of the
October 28, 1996 - December 27, 1996
Europa-Archive.digest.vol-ag