Europa-Archive.digest.vol-eu
May 27, 2005 - June 20, 2005
emailing me please expect a delayed response. I=92m going in for an operation.
If you don=92t hear anything for a few days, don=92t worry. If you don=92t hear
anything for longer, send flowers.
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
=93If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.=94
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | New Subject needed badly |
If we can take the conversation back to building and flying Europas for
a moment I would like to hear from anyone flying a tri-gear off grass.
Could you tell me the hight of the bottom of the pant from the floor
when parked on asphalt. It looks like I'll be stationed on a nice
smooth 2600 foot grass strip south of Nashville when this bird is
flying. Should I just leave them off and deal with the loss of speed?
Any comments or answers welcome.
Jeff
A258
Panel done, primed and waiting for paint.
________________________________________________________________________________
| Subject: | New Subject needed badly |
Geoff I fly off grass fairly regularly with the pants fitted and have
never had a problem. I simply take them off every few months to check
there is no mud or grass build up, which there never is. So I don't
think you will have a problem on a smooth grass strip. Incidentally I
have been flying without them on my last couple of flights and have
noticed about a 10kt loss of speed for the same power settings.
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
ROBERTS
Subject: Europa-List: New Subject needed badly
If we can take the conversation back to building and flying Europas for
a moment I would like to hear from anyone flying a tri-gear off grass.
Could you tell me the hight of the bottom of the pant from the floor
when parked on asphalt. It looks like I'll be stationed on a nice
smooth 2600 foot grass strip south of Nashville when this bird is
flying. Should I just leave them off and deal with the loss of speed?
Any comments or answers welcome.
Jeff
A258
Panel done, primed and waiting for paint.
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Re: New Subject needed badly |
Definitely worth leaving them on.
Thanks Alan
Jeff
On May 27, 2005, at 10:37 AM, Alan Burrows wrote:
> <alan@kestrel-insurance.com>
>
> Geoff I fly off grass fairly regularly with the pants fitted and have
> never had a problem. I simply take them off every few months to check
> there is no mud or grass build up, which there never is. So I don't
> think you will have a problem on a smooth grass strip. Incidentally I
> have been flying without them on my last couple of flights and have
> noticed about a 10kt loss of speed for the same power settings.
>
> Alan
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
> ROBERTS
> To: europa-list(at)matronics.com
> Subject: Europa-List: New Subject needed badly
>
>
> If we can take the conversation back to building and flying Europas for
> a moment I would like to hear from anyone flying a tri-gear off grass.
> Could you tell me the hight of the bottom of the pant from the floor
> when parked on asphalt. It looks like I'll be stationed on a nice
> smooth 2600 foot grass strip south of Nashville when this bird is
> flying. Should I just leave them off and deal with the loss of speed?
> Any comments or answers welcome.
>
> Jeff
> A258
> Panel done, primed and waiting for paint.
>
>
________________________________________________________________________________
| Subject: | New Subject needed badly |
No problem Jeff, just a word of advise though. Don't fit them until you
have fully mastered the landing technique on your particular field as
you will surely damage them if you get things a bit fast and bounce down
the runway a couple of times AS EVERYONE DOES initially (well all those
who are prepared to admit it anyway), also you need to make sure
everything is working well and that's much easier to check with the
pants removed.
Cheers
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
ROBERTS
Subject: Re: Europa-List: New Subject needed badly
Definitely worth leaving them on.
Thanks Alan
Jeff
On May 27, 2005, at 10:37 AM, Alan Burrows wrote:
> <alan@kestrel-insurance.com>
>
> Geoff I fly off grass fairly regularly with the pants fitted and have
> never had a problem. I simply take them off every few months to check
> there is no mud or grass build up, which there never is. So I don't
> think you will have a problem on a smooth grass strip. Incidentally I
> have been flying without them on my last couple of flights and have
> noticed about a 10kt loss of speed for the same power settings.
>
> Alan
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
> ROBERTS
> To: europa-list(at)matronics.com
> Subject: Europa-List: New Subject needed badly
>
>
> If we can take the conversation back to building and flying Europas
> for a moment I would like to hear from anyone flying a tri-gear off
> grass. Could you tell me the hight of the bottom of the pant from the
> floor when parked on asphalt. It looks like I'll be stationed on a
> nice smooth 2600 foot grass strip south of Nashville when this bird is
> flying. Should I just leave them off and deal with the loss of speed?
> Any comments or answers welcome.
>
> Jeff
> A258
> Panel done, primed and waiting for paint.
>
>
________________________________________________________________________________
| Subject: | Re: New Subject needed badly |
| From: | Gerry Holland <gnholland(at)onetel.com> |
Jeff
The bottom of Main Wheel Spats are 2.5 inches from hard surface.
The Nose Wheel Spat is 3.0 inches. My tire pressures are probably slightly
below 30 psi but it's a reasonable clearance.
Regards
Gerry
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
| Subject: | Re: PFA, Wilson, PFA Engineering, etc..... |
Jeremy, for those of us who speak "American" English, what exactly is a
"wanker", and a "tosser". If addressed as such I need to know whether I
should be insulted, or flattered.
Garry Stout
----- Original Message -----
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Europa-List: PFA, Wilson, PFA Engineering, etc.....
>
> Folks,
>
> I admit I=92m starting to get a bit pissed off here in Oxfordshire=85
> There seem
> to be no end to the postings saying the PFA are a wunch of bankers,
> Engineering are particular tossers, and I=92m a toe-rag (or worse), too,
> for
> being a part of that organisation.
>
> Can I just make a few points clear?
>
> 1) Well done to all those who actually got their finger out and
> sent
> one of the emails that got Graham Newby to change his mind. That is the
> right way to achieve results.
> 2) It seems to me that the PFA is now FULLY aware of the depth of
> our
> feelings about Wilson and the use of SFB images, the organisation HAS
> listened.
> Further, it is my honest belief that until a flood of emails landed in
> Graham Newby=92s Inbox, he was just regarding it as one or two whingers.
> Before anyone takes offence at that, please bear in mind that he (and I!)
> are bombarded with emails, a significant proportion of which are from
> whingers and go along the lines of: =93I bought a model F of my chosen
> engine
> when model H is the approved one, because it cost me three-and-sixpence
> instead of fourteen grand, and PFA Engineering are tossers for not letting
> me just bolt it on and go flying=94. It is probably worth noting that it
> costs
> the PFA a four-figure sum to undertake the work necessary to approve the
> model F version =96 in order to save the one member 14000 =96 0/3/6
> pounds.
> 3) The issue of the use of SFB is an issue that has been going on
> some
> time with the PFA. The Club has raised it, I=92ve raised it (and have been
> lobbied continually =96 and politely - by Sean O=92Reilly about it), and
> finally
> the strength of feeling has become known.
> 4) Engineering was in one hell of a mess operationally from about 2
> years ago until recently. It is still dragging itself out of there and
> significant pressure and appropriate support is being given to the
> management to get it out of that mess as soon as possible. I=92m working
> my
> bollocks off to resolve the problems and provide the sort of service that
> I
> think the PFA members deserve. Let me also make it quite clear that I have
> made it absolutely clear to Engineering that I expect no favours for being
> on the EC, and am therefore subject to just the same frustrations as
> everyone else. I would not normally post this information publicly, but in
> view of the attack on me by one contributor to this list yesterday, I
> think
> it=92s important to do so now.
> 5) The PFA is not yet perfect, but it is all we=92ve got in the UK.
> There
> is a huge amount going on at European level and UK government level that
> needs resolving NOW. The only viable way of ensuring that our voice is
> heard
> during this process is to ensure that the PFA is in a position to campaign
> effectively on our behalf. Again, I=92m taking a leading part in that with
> the
> forming of the Campaigning Aviators Network to coordinate volunteers in
> lobbying the various bodies. It is noted that the individual mentioned
> above
> has not volunteered to join CAN.
> 6) I have got much better things to do. I get married four weeks
> tomorrow. I=92m moving house. I=92ve a plane to build. I=92ve a full-time
> job. The
> sort of attacks I=92ve seen on this list leave me wondering if I=92m just
> wasting my time. I used to enjoy playing with steam engines, but that has
> ended up somewhat on a back-burner (no pun intended), largely due to
> commitments like the PFA and the Club. I=92m seriously considering getting
> my
> shovel out and polishing it ready for action again=85
> 7) Finally, and probably the most important point for individuals
> wanting to get =91jobs=92 through Engineering =96 there is a system: so
> use it!
> There is no such thing as a =91variant option=92 with a mod. The process
> is to
> apply for a mod, on the correct forms, and in the correct manner. I for
> one
> do not believe it is arrogant for Engineering to ask a member to follow
> the
> process. It isn=92t hard for heaven=92s sake! On this subject, I and a
> number of
> other EC members have been putting in a lot of work exploring, among other
> items, how we can reduce the cost to members. One answer that came out
> clearly was to change the system so that those who do a decent job of
> their
> mods get them through sooner and more cheaply. That we are now working
> towards.
>
> If, after reading this, anyone still thinks I=92m a tosser, please advise
> me
> directly! I=92ll be listening, and will expect a strong justification.
>
> Regards,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC Representative
> PFA EC Member
> =93If you can keep your head when all about you are losing theirs, then it
> is
> possible you haven't grasped the severity of the situation.=94
> Tail done
> Standard XS wings with mods underway
> CM installed in fuse (with airbrakes fittings)
> 1400 build hours to date
> Intended fit:
> Rotax 914 turbo, Airmaster CS fully-feathering prop
> Lots of lights, buttons, switches, gizmos, and alarms
>
>
>
________________________________________________________________________________
| Subject: | PFA, Wilson, PFA Engineering, etc..... |
Go Jeremy answer that one. This I must see :-)
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Garry
Subject: Re: Europa-List: PFA, Wilson, PFA Engineering, etc.....
Jeremy, for those of us who speak "American" English, what exactly is a
"wanker", and a "tosser". If addressed as such I need to know whether I
should be insulted, or flattered.
Garry Stout
----- Original Message -----
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Europa-List: PFA, Wilson, PFA Engineering, etc.....
> -->
>
> Folks,
>
> I admit I=92m starting to get a bit pissed off here in Oxfordshire=85
> There seem
> to be no end to the postings saying the PFA are a wunch of bankers,
> Engineering are particular tossers, and I=92m a toe-rag (or worse),
too,
> for
> being a part of that organisation.
>
> Can I just make a few points clear?
>
> 1) Well done to all those who actually got their finger out and
> sent
> one of the emails that got Graham Newby to change his mind. That is
> the right way to achieve results.
> 2) It seems to me that the PFA is now FULLY aware of the depth
of
> our
> feelings about Wilson and the use of SFB images, the organisation HAS
> listened. Further, it is my honest belief that until a flood of emails
> landed in Graham Newby=92s Inbox, he was just regarding it as one or
> two whingers. Before anyone takes offence at that, please bear in mind
> that he (and I!) are bombarded with emails, a significant proportion
> of which are from whingers and go along the lines of: =93I bought a
> model F of my chosen engine
> when model H is the approved one, because it cost me
three-and-sixpence
> instead of fourteen grand, and PFA Engineering are tossers for not
letting
> me just bolt it on and go flying=94. It is probably worth noting that
it
> costs
> the PFA a four-figure sum to undertake the work necessary to approve
the
> model F version =96 in order to save the one member 14000 =96 0/3/6
> pounds.
> 3) The issue of the use of SFB is an issue that has been going
on
> some
> time with the PFA. The Club has raised it, I=92ve raised it (and have
been
> lobbied continually =96 and politely - by Sean O=92Reilly about it),
and
> finally
> the strength of feeling has become known.
> 4) Engineering was in one hell of a mess operationally from
about 2
> years ago until recently. It is still dragging itself out of there and
> significant pressure and appropriate support is being given to the
> management to get it out of that mess as soon as possible. I=92m
working
> my
> bollocks off to resolve the problems and provide the sort of service
that
> I
> think the PFA members deserve. Let me also make it quite clear that I
have
> made it absolutely clear to Engineering that I expect no favours for
being
> on the EC, and am therefore subject to just the same frustrations as
> everyone else. I would not normally post this information publicly,
but in
> view of the attack on me by one contributor to this list yesterday, I
> think
> it=92s important to do so now.
> 5) The PFA is not yet perfect, but it is all we=92ve got in the
UK.
> There
> is a huge amount going on at European level and UK government level
that
> needs resolving NOW. The only viable way of ensuring that our voice is
> heard
> during this process is to ensure that the PFA is in a position to
campaign
> effectively on our behalf. Again, I=92m taking a leading part in that
with
> the
> forming of the Campaigning Aviators Network to coordinate volunteers
in
> lobbying the various bodies. It is noted that the individual mentioned
> above
> has not volunteered to join CAN.
> 6) I have got much better things to do. I get married four
weeks
> tomorrow. I=92m moving house. I=92ve a plane to build. I=92ve a
full-time
> job. The
> sort of attacks I=92ve seen on this list leave me wondering if I=92m
just
> wasting my time. I used to enjoy playing with steam engines, but that
has
> ended up somewhat on a back-burner (no pun intended), largely due to
> commitments like the PFA and the Club. I=92m seriously considering
getting
> my
> shovel out and polishing it ready for action again=85
> 7) Finally, and probably the most important point for
individuals
> wanting to get =91jobs=92 through Engineering =96 there is a system:
so
> use it!
> There is no such thing as a =91variant option=92 with a mod. The
process
> is to
> apply for a mod, on the correct forms, and in the correct manner. I
for
> one
> do not believe it is arrogant for Engineering to ask a member to
follow
> the
> process. It isn=92t hard for heaven=92s sake! On this subject, I and a
> number of
> other EC members have been putting in a lot of work exploring, among
other
> items, how we can reduce the cost to members. One answer that came out
> clearly was to change the system so that those who do a decent job of
> their
> mods get them through sooner and more cheaply. That we are now working
> towards.
>
> If, after reading this, anyone still thinks I=92m a tosser, please
> advise
> me
> directly! I=92ll be listening, and will expect a strong justification.
>
> Regards,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC
> Member =93If you can keep your head when all about you are losing
> theirs, then it is
> possible you haven't grasped the severity of the situation.=94
> Tail done
> Standard XS wings with mods underway
> CM installed in fuse (with airbrakes fittings)
> 1400 build hours to date
> Intended fit:
> Rotax 914 turbo, Airmaster CS fully-feathering prop
> Lots of lights, buttons, switches, gizmos, and alarms
>
>
>
________________________________________________________________________________
| Subject: | Re: PFA, Wilson, PFA Engineering, etc..... |
| From: | Gerry Holland <gnholland(at)onetel.com> |
> Jeremy, for those of us who speak "American" English, what exactly is a
> "wanker", and a "tosser". If addressed as such I need to know whether I
> should be insulted, or flattered.
Insulted! It's hints that you practise self abuse!!
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | PFA, Wilson, PFA Engineering, etc..... |
:-) That depends on whether being a wanker or a tosser is something you
aspire to! :-)
Both refer to someone who engages in solo sexual activity.
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Garry
Subject: Re: Europa-List: PFA, Wilson, PFA Engineering, etc.....
Jeremy, for those of us who speak "American" English, what exactly is a
"wanker", and a "tosser". If addressed as such I need to know whether I
should be insulted, or flattered.
Garry Stout
----- Original Message -----
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Europa-List: PFA, Wilson, PFA Engineering, etc.....
>
> Folks,
>
> I admit I=92m starting to get a bit pissed off here in Oxfordshire=85
> There seem
> to be no end to the postings saying the PFA are a wunch of bankers,
> Engineering are particular tossers, and I=92m a toe-rag (or worse), too,
> for
> being a part of that organisation.
>
> Can I just make a few points clear?
>
> 1) Well done to all those who actually got their finger out and
> sent
> one of the emails that got Graham Newby to change his mind. That is the
> right way to achieve results.
> 2) It seems to me that the PFA is now FULLY aware of the depth of
> our
> feelings about Wilson and the use of SFB images, the organisation HAS
> listened.
> Further, it is my honest belief that until a flood of emails landed in
> Graham Newby=92s Inbox, he was just regarding it as one or two whingers.
> Before anyone takes offence at that, please bear in mind that he (and I!)
> are bombarded with emails, a significant proportion of which are from
> whingers and go along the lines of: =93I bought a model F of my chosen
> engine
> when model H is the approved one, because it cost me three-and-sixpence
> instead of fourteen grand, and PFA Engineering are tossers for not letting
> me just bolt it on and go flying=94. It is probably worth noting that it
> costs
> the PFA a four-figure sum to undertake the work necessary to approve the
> model F version =96 in order to save the one member 14000 =96 0/3/6
> pounds.
> 3) The issue of the use of SFB is an issue that has been going on
> some
> time with the PFA. The Club has raised it, I=92ve raised it (and have been
> lobbied continually =96 and politely - by Sean O=92Reilly about it), and
> finally
> the strength of feeling has become known.
> 4) Engineering was in one hell of a mess operationally from about 2
> years ago until recently. It is still dragging itself out of there and
> significant pressure and appropriate support is being given to the
> management to get it out of that mess as soon as possible. I=92m working
> my
> bollocks off to resolve the problems and provide the sort of service that
> I
> think the PFA members deserve. Let me also make it quite clear that I have
> made it absolutely clear to Engineering that I expect no favours for being
> on the EC, and am therefore subject to just the same frustrations as
> everyone else. I would not normally post this information publicly, but in
> view of the attack on me by one contributor to this list yesterday, I
> think
> it=92s important to do so now.
> 5) The PFA is not yet perfect, but it is all we=92ve got in the UK.
> There
> is a huge amount going on at European level and UK government level that
> needs resolving NOW. The only viable way of ensuring that our voice is
> heard
> during this process is to ensure that the PFA is in a position to campaign
> effectively on our behalf. Again, I=92m taking a leading part in that with
> the
> forming of the Campaigning Aviators Network to coordinate volunteers in
> lobbying the various bodies. It is noted that the individual mentioned
> above
> has not volunteered to join CAN.
> 6) I have got much better things to do. I get married four weeks
> tomorrow. I=92m moving house. I=92ve a plane to build. I=92ve a full-time
> job. The
> sort of attacks I=92ve seen on this list leave me wondering if I=92m just
> wasting my time. I used to enjoy playing with steam engines, but that has
> ended up somewhat on a back-burner (no pun intended), largely due to
> commitments like the PFA and the Club. I=92m seriously considering getting
> my
> shovel out and polishing it ready for action again=85
> 7) Finally, and probably the most important point for individuals
> wanting to get =91jobs=92 through Engineering =96 there is a system: so
> use it!
> There is no such thing as a =91variant option=92 with a mod. The process
> is to
> apply for a mod, on the correct forms, and in the correct manner. I for
> one
> do not believe it is arrogant for Engineering to ask a member to follow
> the
> process. It isn=92t hard for heaven=92s sake! On this subject, I and a
> number of
> other EC members have been putting in a lot of work exploring, among other
> items, how we can reduce the cost to members. One answer that came out
> clearly was to change the system so that those who do a decent job of
> their
> mods get them through sooner and more cheaply. That we are now working
> towards.
>
> If, after reading this, anyone still thinks I=92m a tosser, please advise
> me
> directly! I=92ll be listening, and will expect a strong justification.
>
> Regards,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC Representative
> PFA EC Member
> =93If you can keep your head when all about you are losing theirs, then it
> is
> possible you haven't grasped the severity of the situation.=94
> Tail done
> Standard XS wings with mods underway
> CM installed in fuse (with airbrakes fittings)
> 1400 build hours to date
> Intended fit:
> Rotax 914 turbo, Airmaster CS fully-feathering prop
> Lots of lights, buttons, switches, gizmos, and alarms
>
>
>
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Re: The price of Bacon Butties |
You don't need to wind him up. He' got a Jabareu thingy.
Bryan
----- Original Message -----
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: RE: Europa-List: The price of Bacon Butties
> <alan@kestrel-insurance.com>
>
> Are you suggesting Bob may have an issue with the "shhh" I will remember
> that the next time I need to wind him up :-)
>
> Alan
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Bryan
> Allsop
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: The price of Bacon Butties
>
>
> -->
>
> Bugger! I thought I 'd got a bargain.
>
> Bryan
>
> PS Please dont mention EU fees on this site. It will precipitate
> another
> four pager from Bob H.
>
> ----- Original Message -----
> From: "Fergus Kyle" <VE3LVO(at)rac.ca>
> To:
> Subject: Re: Europa-List: The price of Bacon Butties
>
>
>>
>> | Sorry Fergus! The exchange rate may not be good, but my bacon butty
>> | and coffee cost less than two pounds on Wednesday.
>> |
>> | Cheers, Dother Bryan.
>>
>> Bryan,
>> The only way I can think that you paid but two quid is if
>> you walked to it mon ami. If however you flew, there's gas, oil,
>> insurance, PFA fees, wear and tear and perhaps EU fees yet to be
>> levied. Don't forget the magazine with the landing fee pass. That's
>> how the hundred dollar hamburger
>> began..............
>> Cheers, Ferg
>> If I took another coffee, I'd have to add the medical fees (parking,
> gas,
>> oil, w&t, etc)
>> then there's that great favourite, the income tax you gave the
> givvermint
>> for the amount you spent....... it's all gone.
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
Really sorry about that William. I did change it on Monday night, but the
e-mails seem to have a delay in getting through sometimes. It certainly
caused a problem with this one.
How about you doing one next week?
Cheers Bryan
----- Original Message -----
From: "William Mills" <combined.merchants(at)virgin.net>
Subject: Re: Europa-List: The price of Bacon Butties
>
>
> Hi Bryan,
> I'm afraid you changed the DOTH venue too late for Rick Morris and me. We
> went to Panshanger as arranged and enjoyed a very pleasant and healthy
> lunch. I can confirm, as previously reported by Paddy, that the
> restaurant
> and menu at Panshanger is very good and I have to say is much better than
> at
> Enstone.
> How many went to Enstone?
> Best wishes,
> William
>
> ----- Original Message -----
> From: "Bryan Allsop" <bryan(at)blackballclub.com>
> To:
> Subject: Europa-List: The price of Bacon Butties
>
>
>
>>
>> Sorry Fergus! The exchange rate may not be good, but my bacon butty and
>> coffee cost less than two pounds on Wednesday.
>>
>> Cheers, Dother Bryan.
>>
>> ----- Original Message -----
>> From: "Fergus Kyle" <VE3LVO(at)rac.ca>
>> To: "EUROPALIST"
>> Subject: Europa-List: off topic - PFA
>>
>>
>> >
>> > Folks -
>> > Those of you involved in the UK in the firm's writhings are
>> > undoubtedly sincere in the intensity of your attitudes. One can sense
> that
>> > readily.
>> > However for those of us (touched or not by Nameless'
>> > indiscretions) who abide on the outer fringes - NA, SA, AFR, ASIA and
>> > AUS -
>> > the results are variously distant, comic, distressing or in one or two
>> > cases, infuriating. Perhaps you can see the attitudes of several
> hundred
>> > fellow builders being affected by an essentially local event - as is
>> > photgraphy for a national publication.
>> > This is countered here by following the DOTH series for the
>> > pleasure of seeing good friends enjoying their hundred-pound
>> > butties........
>> > which distance may stifle here.
>> > Nevertheless, please consider making your campaign on
>> > another
>> > URL, or at least on a lesser address list. This will serve to prevent
>> > polarising a fairly cohesive group - to the detriment of us all.
>> > E&OE
>> > Cheers, Ferg
>> > PS: It appears that PFA is an association which has legal and
> procedural
>> > powers which transcend the term. It is interesting to see the different
>> > impressions various members reveal of the establishment.
>> >
>> >
>> >
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Peter Rees" <peter.rees05(at)ntlworld.com> |
| Subject: | Re: New Subject needed badly |
thank gawd for that - I thought it was just me!
----- Original Message -----
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: RE: Europa-List: New Subject needed badly
> <alan@kestrel-insurance.com>
>
> No problem Jeff, just a word of advise though. Don't fit them until you
> have fully mastered the landing technique on your particular field as
> you will surely damage them if you get things a bit fast and bounce down
> the runway a couple of times AS EVERYONE DOES initially (well all those
> who are prepared to admit it anyway), also you need to make sure
> everything is working well and that's much easier to check with the
> pants removed.
> Cheers
>
> Alan
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
> ROBERTS
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: New Subject needed badly
>
>
> Definitely worth leaving them on.
> Thanks Alan
> Jeff
>
> On May 27, 2005, at 10:37 AM, Alan Burrows wrote:
>
>> <alan@kestrel-insurance.com>
>>
>> Geoff I fly off grass fairly regularly with the pants fitted and have
>> never had a problem. I simply take them off every few months to check
>> there is no mud or grass build up, which there never is. So I don't
>> think you will have a problem on a smooth grass strip. Incidentally I
>> have been flying without them on my last couple of flights and have
>> noticed about a 10kt loss of speed for the same power settings.
>>
>> Alan
>>
>> -----Original Message-----
>> From: owner-europa-list-server(at)matronics.com
>> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
>> ROBERTS
>> To: europa-list(at)matronics.com
>> Subject: Europa-List: New Subject needed badly
>>
>>
>>
>> If we can take the conversation back to building and flying Europas
>> for a moment I would like to hear from anyone flying a tri-gear off
>> grass. Could you tell me the hight of the bottom of the pant from the
>> floor when parked on asphalt. It looks like I'll be stationed on a
>> nice smooth 2600 foot grass strip south of Nashville when this bird is
>
>> flying. Should I just leave them off and deal with the loss of speed?
>> Any comments or answers welcome.
>>
>> Jeff
>> A258
>> Panel done, primed and waiting for paint.
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: New Subject needed badly |
Perhaps more to the point (given that even medium length grass doesn't seem
to affect spat functionality either) is to ensure that if the tyre (tire)
goes flat the spat is not damaged .
Duncan Mcf.
----- Original Message -----
From: "Gerry Holland" <gnholland(at)onetel.com>
Subject: Re: Europa-List: New Subject needed badly
>
> Jeff
>
> The bottom of Main Wheel Spats are 2.5 inches from hard surface.
>
> The Nose Wheel Spat is 3.0 inches. My tire pressures are probably slightly
> below 30 psi but it's a reasonable clearance.
>
> Regards
>
> Gerry
>
>
>
________________________________________________________________________________
| From: | "Peter Rees" <peter.rees05(at)ntlworld.com> |
| Subject: | New Subject needed badly |
thank gawd for that - I thought it was just me!
>
> ----- Original Message -----
> From: "Alan Burrows" <alan@kestrel-insurance.com>
> To:
> Sent: Friday, May 27, 2005 5:37 PM
> Subject: RE: Europa-List: New Subject needed badly
>
>
>> <alan@kestrel-insurance.com>
>>
>> No problem Jeff, just a word of advise though. Don't fit them until you
>> have fully mastered the landing technique on your particular field as
>> you will surely damage them if you get things a bit fast and bounce down
>> the runway a couple of times AS EVERYONE DOES initially (well all those
>> who are prepared to admit it anyway), also you need to make sure
>> everything is working well and that's much easier to check with the
>> pants removed.
>> Cheers
>>
>> Alan
>>
>> -----Original Message-----
>> From: owner-europa-list-server(at)matronics.com
>> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
>> ROBERTS
>> To: europa-list(at)matronics.com
>> Subject: Re: Europa-List: New Subject needed badly
>>
>>
>>
>> Definitely worth leaving them on.
>> Thanks Alan
>> Jeff
>>
>> On May 27, 2005, at 10:37 AM, Alan Burrows wrote:
>>
>>> <alan@kestrel-insurance.com>
>>>
>>> Geoff I fly off grass fairly regularly with the pants fitted and have
>>> never had a problem. I simply take them off every few months to check
>>> there is no mud or grass build up, which there never is. So I don't
>>> think you will have a problem on a smooth grass strip. Incidentally I
>>> have been flying without them on my last couple of flights and have
>>> noticed about a 10kt loss of speed for the same power settings.
>>>
>>> Alan
>>>
>>> -----Original Message-----
>>> From: owner-europa-list-server(at)matronics.com
>>> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of JEFF
>>> ROBERTS
>>> To: europa-list(at)matronics.com
>>> Subject: Europa-List: New Subject needed badly
>>>
>>>
>>>
>>> If we can take the conversation back to building and flying Europas
>>> for a moment I would like to hear from anyone flying a tri-gear off
>>> grass. Could you tell me the hight of the bottom of the pant from the
>>> floor when parked on asphalt. It looks like I'll be stationed on a
>>> nice smooth 2600 foot grass strip south of Nashville when this bird is
>>
>>> flying. Should I just leave them off and deal with the loss of speed?
>>> Any comments or answers welcome.
>>>
>>> Jeff
>>> A258
>>> Panel done, primed and waiting for paint.
>>>
>>>
>>
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
| Subject: | Re: PFA, Wilson, PFA Engineering, etc..... |
Thanks for the clarification!
Garry
----- Original Message -----
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: RE: Europa-List: PFA, Wilson, PFA Engineering, etc.....
>
> :-) That depends on whether being a wanker or a tosser is something you
> aspire to! :-)
>
> Both refer to someone who engages in solo sexual activity.
>
> Regards,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC Representative
> PFA EC Member
> If you can keep your head when all about you are losing theirs, then it is
> possible you haven't grasped the severity of the situation.
> Tail done
> Standard XS wings with mods underway
> CM installed in fuse (with airbrakes fittings)
> 1400 build hours to date
> Intended fit:
> Rotax 914 turbo, Airmaster CS fully-feathering prop
> Lots of lights, buttons, switches, gizmos, and alarms
>
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Garry
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: PFA, Wilson, PFA Engineering, etc.....
>
>
> Jeremy, for those of us who speak "American" English, what exactly is a
> "wanker", and a "tosser". If addressed as such I need to know whether I
> should be insulted, or flattered.
>
> Garry Stout
>
>
> ----- Original Message -----
> From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
> To:
> Subject: Europa-List: PFA, Wilson, PFA Engineering, etc.....
>
>
>>
>> Folks,
>>
>> I admit I=92m starting to get a bit pissed off here in Oxfordshire=85
>> There seem
>> to be no end to the postings saying the PFA are a wunch of bankers,
>> Engineering are particular tossers, and I=92m a toe-rag (or worse), too,
>> for
>> being a part of that organisation.
>>
>> Can I just make a few points clear?
>>
>> 1) Well done to all those who actually got their finger out and
>> sent
>> one of the emails that got Graham Newby to change his mind. That is the
>> right way to achieve results.
>> 2) It seems to me that the PFA is now FULLY aware of the depth of
>> our
>> feelings about Wilson and the use of SFB images, the organisation HAS
>> listened.
>> Further, it is my honest belief that until a flood of emails landed in
>> Graham Newby=92s Inbox, he was just regarding it as one or two whingers.
>> Before anyone takes offence at that, please bear in mind that he (and I!)
>> are bombarded with emails, a significant proportion of which are from
>> whingers and go along the lines of: =93I bought a model F of my chosen
>> engine
>> when model H is the approved one, because it cost me three-and-sixpence
>> instead of fourteen grand, and PFA Engineering are tossers for not
>> letting
>> me just bolt it on and go flying=94. It is probably worth noting that it
>> costs
>> the PFA a four-figure sum to undertake the work necessary to approve the
>> model F version =96 in order to save the one member 14000 =96 0/3/6
>> pounds.
>> 3) The issue of the use of SFB is an issue that has been going on
>> some
>> time with the PFA. The Club has raised it, I=92ve raised it (and have
>> been
>> lobbied continually =96 and politely - by Sean O=92Reilly about it), and
>> finally
>> the strength of feeling has become known.
>> 4) Engineering was in one hell of a mess operationally from about
>> 2
>> years ago until recently. It is still dragging itself out of there and
>> significant pressure and appropriate support is being given to the
>> management to get it out of that mess as soon as possible. I=92m working
>> my
>> bollocks off to resolve the problems and provide the sort of service that
>> I
>> think the PFA members deserve. Let me also make it quite clear that I
>> have
>> made it absolutely clear to Engineering that I expect no favours for
>> being
>> on the EC, and am therefore subject to just the same frustrations as
>> everyone else. I would not normally post this information publicly, but
>> in
>> view of the attack on me by one contributor to this list yesterday, I
>> think
>> it=92s important to do so now.
>> 5) The PFA is not yet perfect, but it is all we=92ve got in the
>> UK.
>
>> There
>> is a huge amount going on at European level and UK government level that
>> needs resolving NOW. The only viable way of ensuring that our voice is
>> heard
>> during this process is to ensure that the PFA is in a position to
>> campaign
>> effectively on our behalf. Again, I=92m taking a leading part in that
>> with
>
>> the
>> forming of the Campaigning Aviators Network to coordinate volunteers in
>> lobbying the various bodies. It is noted that the individual mentioned
>> above
>> has not volunteered to join CAN.
>> 6) I have got much better things to do. I get married four weeks
>> tomorrow. I=92m moving house. I=92ve a plane to build. I=92ve a full-time
>> job. The
>> sort of attacks I=92ve seen on this list leave me wondering if I=92m just
>> wasting my time. I used to enjoy playing with steam engines, but that has
>> ended up somewhat on a back-burner (no pun intended), largely due to
>> commitments like the PFA and the Club. I=92m seriously considering
>> getting
>
>> my
>> shovel out and polishing it ready for action again=85
>> 7) Finally, and probably the most important point for individuals
>> wanting to get =91jobs=92 through Engineering =96 there is a system: so
>> use it!
>> There is no such thing as a =91variant option=92 with a mod. The process
>> is to
>> apply for a mod, on the correct forms, and in the correct manner. I for
>> one
>> do not believe it is arrogant for Engineering to ask a member to follow
>> the
>> process. It isn=92t hard for heaven=92s sake! On this subject, I and a
>> number of
>> other EC members have been putting in a lot of work exploring, among
>> other
>> items, how we can reduce the cost to members. One answer that came out
>> clearly was to change the system so that those who do a decent job of
>> their
>> mods get them through sooner and more cheaply. That we are now working
>> towards.
>>
>> If, after reading this, anyone still thinks I=92m a tosser, please advise
>> me
>> directly! I=92ll be listening, and will expect a strong justification.
>>
>> Regards,
>> Jeremy
>>
>> Jeremy Davey
>> Europa Monowheel 537M G-EZZA
>> Europa Club Vice-Chairman, Webmaster, PFA NC Representative
>> PFA EC Member
>> =93If you can keep your head when all about you are losing theirs, then
>> it
>
>> is
>> possible you haven't grasped the severity of the situation.=94
>> Tail done
>> Standard XS wings with mods underway
>> CM installed in fuse (with airbrakes fittings)
>> 1400 build hours to date
>> Intended fit:
>> Rotax 914 turbo, Airmaster CS fully-feathering prop
>> Lots of lights, buttons, switches, gizmos, and alarms
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Steve Crimm" <steve.crimm(at)stephenscott.com> |
| Subject: | pa-List:He who shall not be named... |
Flight,
I just received my July 2005 issue of Kitplanes, www.kitplanes.com if you
have an online subscription, and the cover picture and feature article is a
comparison between the Europa and Liberty XL. Well guess who supplied the
photos...Well you guessed it KW. So the terror has crossed the pond, and
quite quickly I might add.
When it rains it pours.
Steve
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Europa-List:He who shall not be named... |
OK, chaps, pens out! Steady... aim... fire! :-)
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Steve Crimm
Subject: Europa-List:He who shall not be named...
Flight,
I just received my July 2005 issue of Kitplanes, www.kitplanes.com if you
have an online subscription, and the cover picture and feature article is a
comparison between the Europa and Liberty XL. Well guess who supplied the
photos...Well you guessed it KW. So the terror has crossed the pond, and
quite quickly I might add.
When it rains it pours.
Steve
________________________________________________________________________________
| Subject: | The Annual E-Mail plea |
| From: | irampil(at)notes.cc.sunysb.edu |
05/28/2005 09:01:52 AM,
Serialize complete at 05/28/2005 09:01:52 AM
Gentlemen(mostly)
I applaud the recent triumph over both the forces of evil greed
and corporate inertia.
Could we all please stop quoting entire prior emails (which in turn
quote prior emails, etc) lest our stacks overflow and expose yet another
vunerability. Seriously, the size of the digest is getting enourmous
and the fraction of new information getting vanishingly small.
Thank you!
Ira N224xs
________________________________________________________________________________
| From: | "Vaughn Teegarden" <N914VA(at)starband.net> |
| Subject: | The Annual E'mail Plea |
clamav-milter version 0.80j
on cassiopeia
HEAR! HEAR!
Is there an easy way for the computer illiterate and lazy to copy the subject line
to a new message so that the aforementioned need not resort to the "reply"
button.
Vaughn Teegarden
N914VA XS mono
Ready to bond top but waiting for Mod 70
Working on panel, Parts in hand
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Robert Henderson AWOL |
I've just had Robert Henderson's copy of Europa Flyer #44 returned as
undeliverable with forwarding expired. He was in Everett, Washington,
USA.
Robert, if you're on this list, please contact me at
- please don't reply to the list - I'm
sure they don't all need to know your new address!
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| Subject: | DOTH Suggestions ? |
As Monday is a bank holiday and the weather looks ok anyone know of a
good fly in or place to visit ?
Alan
________________________________________________________________________________
| From: | "davebuzz" <davebuzz(at)aol.com> |
| Subject: | Mod70 update from the Factory |
**This message sent as a bcc to Europa Club Members and to the Matronics
Europa Email list - You may wish to forward the information to any
'non-internet-enabled' Europans you know**
Andy from Europa Aircraft 2004 has requested that the Club pass on the
following information. Following representations from several individuals,
and based on a design by Roger Cullum and Bob Harrison, EA2004 have agreed
to the provision of a 'Spacer with butterfly wings welded on' (best
description I can come up with) for those Europa owners who require to
retain their cables. The holes in the 'wings' are at a similar length as the
present cable setup and the fitting sits behind the weights.
This will be an extra chargeable part in addition to Mod70, available on
request only. The cost and availability have not yet been finalised, but I
would hope that parts would be available within two to three weeks.
**************************************
However, Andy advises that you check the Factory website:
http://www.europa-aircraft.biz
where details will be made available when known.
**************************************
To sum up - if you wish to retain your present TP18 cables and turnbuckles
when fitting Mod70, you will need to order this 'Cable retainer fitting for
Mod70' as an extra item.
And whilst I have the opportunity.. The Club AGM, at Kemble (UK) during
the PFA Flying for Fun rally, on Saturday 2 July, around 1730 as usual,
will I hope be very well attended. I look forward to some useful and
practical proposals from Members to help take the Club forward.
All the best to you,
Dave Bosomworth
Europa Club Chairman
________________________________________________________________________________
| Subject: | UK Ferry Flight required Sun/Mon to Kemble |
| From: | "Tim Butterworth" <Tim.Butterworth(at)cvluk.com> |
Evening everyone,
For any UK pilots planning on a flight over the bank holiday .....
A long story in terms of changed plans for the weekend, but I have a Europa which
is currently sitting at Kemble. I am normally based at Liecester and so I need
a hand getting from Liecester to Kemble to pick the plane up. I'll cover the
fuel/landing fees if anyone fanices picking me up at Leicester and popping
me to Kemble so I can fly back. Obviously very late notice for Sunday but either
Sunday or Monday would be fine.
Any takers, probably easiest to call me direct on 07879 256094.
Regards
Tim Butterworth
________________________________________________________________________________
| From: | Edward Gladstone <Ted_Gladstone(at)COMPUSERVE.COM> |
| Subject: | Kit No 15 Flies at Last |
Hi Everyone
On the 24th May 2005 our Classic Europa Monowheel G-ZTED finally took to
the air at Wombleton in the capable hands of Andy Draper.
After 11 years can we claim the record for the slowest build ?
Andy stated that she flew beautifully with no adverse tendencies.
However, during a few flights to adjust the fine & course pitch stops on
the Airmaster prop and to investigate our numerous modifications, (
Different Main Wheel operating lever, Electric Flaps, Electric Outriggers,
an adaptation of the Nigel Charles parallel fuel system, Cowl Flaps,
Throttle Levers on each side of the cockpit, Third door shoot bolt, Gas
Strut containment levers, Secret catches on Oil, & Water inspection doors
and Fuel Filler, Long Wing Root Fairings, and a cool air and demist system
integrated into the dashboard - - - - - can we also claim the record for
the most mods ? ) he started to experience coughing and spluttering from
the engine. This always occurred about 1minute after opening the
throttle to full power for take off and was accompanied with a massive drop
in the EGT on the port side. This could normally be stopped by
throttling back slightly and then opening the throttle again and it was OK
for he rest of the flight. The spluttering appeared to last longer on
each flight despite our checks on the fuel flow and even changing the fuel
pump until, on one flight, our heart stopped as we watched him disappearing
down behind the trees when the engine did not pick up again. He did, in
fact, get it back to the airfield as it eventually picked up out of our
earshot and we were able to breath again. The rest of the tests were
carried out on the ground at full power with the tailwheel tied to my car.
It was eventually solved when I removed the port carb, removed the float
chamber bowl and did a fuel flow test by catching the fuel coming out the
float needle valve. It was more than adequate but in the bottom of the
catch bowl was a tiny chip of what looked like epoxy resin. It had either
blocked the flow to the needle valve or prevented the needle valve from
closing properly ( after one test the carb had obviously flooded as there
was fuel dripping out the drain hole in the bottom of the plenum chamber )
but as to why it only happened after 1 minute at full power and at no other
time is still a mystery.
A further three flights were carried out on Friday 27th and she performed
flawlessly during which I and my co-builder Justin were able to act as on
board observers ! !
We returned home to Edinburgh late last night but I am not sure if we have
returned to earth yet !!!!!
The fuel problem meant that the full test program could not be completed
and, as this a Bank Holiday weekend, we will have to return to
Kirkbymoorside next week to continue the tests.
Those of you still building - - - - stick at it - - - - it's worth it in
the end.
Ted & Justin
________________________________________________________________________________
| Subject: | Re: The Annual E-Mail plea |
Hi Ira [ and Gentlemen]
Is this a victory ?
The copy of Graham Newby's letter that Mike Parkin shared with us
read......''We are listening to the membership and will be sourcing other photo's
for
the magazine in the future'',
He [GN] never said they wouldn't be useing KW 's photo's, just that they
would look for others.
Also , GN used the company initials of one of KW 's Companies, no mention
of KW personally. KW is officially involved in more than 20 Companies, so I am
told, so GN has left the way open for photo's to still come from KW via a
different route, perhaps without a KW credit?
I will only believe it when a statement is published in the PF magazine
publically recognising the despicable deeds of KW, and advising the entire P.F.A.
Membership of the vetoing of his work.
During the next week, I will be making enquiries to see if the constitution
of the PFA allows for a member to be permanently barred, if someone proposes
that at [ before ?] the AGM, and it is carried by members present ?
I am also looking into the ''hire and reward'' aspects of useing Permit, and
Private Cat' CAA aircraft for aerial work.
Much as I would love to ''interface'' KW's head and a baseball bat, I think
there is scope within the legal [ and moral ?] rules and regulations to make
it uncomfortable for him, at the very least !
Cheers,
Nev.
PS Ira, are you still after the R/C plans for a Europa, I found a set ?
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Fwd: Kit No 15 Flies at Last |
Good news from Ted Gladstone (who has been so busy he didn't notice
the Europa list hasn't been at the address he used for over 2 years
....)
>Date: Sat, 28 May 2005 13:24:25 -0400
>From: Edward Gladstone <Ted_Gladstone(at)compuserve.com>
>Subject: Kit No 15 Flies at Last
>Sender: Edward Gladstone
>To: Europa List
>
>
>Hi Everyone
>
>On the 24th May 2005 our Classic Europa Monowheel G-ZTED finally took to
>the air at Wombleton in the capable hands of Andy Draper.
>
>After 11 years can we claim the record for the slowest build ?
>
>Andy stated that she flew beautifully with no adverse tendencies.
>However, during a few flights to adjust the fine & course pitch stops on
>the Airmaster prop and to investigate our numerous modifications, (
>Different Main Wheel operating lever, Electric Flaps, Electric Outriggers,
>an adaptation of the Nigel Charles parallel fuel system, Cowl Flaps,
>Throttle Levers on each side of the cockpit, Third door shoot bolt, Gas
>Strut containment levers, Secret catches on Oil, & Water inspection doors
>and Fuel Filler, Long Wing Root Fairings, and a cool air and demist system
>integrated into the dashboard - - - - - can we also claim the record for
>the most mods ? ) he started to experience coughing and spluttering from
>the engine. This always occurred about 1minute after opening the
>throttle to full power for take off and was accompanied with a massive drop
>in the EGT on the port side. This could normally be stopped by
>throttling back slightly and then opening the throttle again and it was OK
>for he rest of the flight. The spluttering appeared to last longer on
>each flight despite our checks on the fuel flow and even changing the fuel
>pump until, on one flight, our heart stopped as we watched him disappearing
>down behind the trees when the engine did not pick up again. He did, in
>fact, get it back to the airfield as it eventually picked up out of our
>earshot and we were able to breath again. The rest of the tests were
>carried out on the ground at full power with the tailwheel tied to my car.
> It was eventually solved when I removed the port carb, removed the float
>chamber bowl and did a fuel flow test by catching the fuel coming out the
>float needle valve. It was more than adequate but in the bottom of the
>catch bowl was a tiny chip of what looked like epoxy resin. It had either
>blocked the flow to the needle valve or prevented the needle valve from
>closing properly ( after one test the carb had obviously flooded as there
>was fuel dripping out the drain hole in the bottom of the plenum chamber )
>but as to why it only happened after 1 minute at full power and at no other
>time is still a mystery.
>
>A further three flights were carried out on Friday 27th and she performed
>flawlessly during which I and my co-builder Justin were able to act as on
>board observers ! !
>
>We returned home to Edinburgh late last night but I am not sure if we have
>returned to earth yet !!!!!
>
>The fuel problem meant that the full test program could not be completed
>and, as this a Bank Holiday weekend, we will have to return to
>Kirkbymoorside next week to continue the tests.
>
>Those of you still building - - - - stick at it - - - - it's worth it in
>the end.
>
>
>Ted & Justin
Hearty congratulations to Ted & Justin!
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
Who was it who was crying for a progress photo for a publication? I have one
now.
Ferg
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Re: Let me think... |
>Who was it who was crying for a progress photo for a publication? I have one
>now.
Ferg - welcomes that sort of thing.
regards
Rowland
--
| Wilma & Rowland Carson <http://home.clara.net/rowil/>
| ... that's Rowland with a 'w' ...
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
| Subject: | Re: Let me think... |
| >Who was it who was crying for a progress photo for a publication? I have
one
| >now.
| Ferg - welcomes that sort of thing.
| regards
| Rowland
Rowland
Your sugestion is my command.
Ferg
________________________________________________________________________________
| From: | "Steven Pitt" <steven.pitt2(at)ntlworld.com> |
| Subject: | Re: Kit No 15 Flies at Last |
Well done to you and thanks for the encouragement. As I sat yesterday with
fuel dripping down my arms from a leaking fuel strainer I did wonder whether
it was really worth it after 7 years!
Regards
Steve Pitt #403
----- Original Message -----
From: "Edward Gladstone" <Ted_Gladstone(at)compuserve.com>
Subject: Europa-List: Kit No 15 Flies at Last
>
>
> Hi Everyone
>
> On the 24th May 2005 our Classic Europa Monowheel G-ZTED finally took to
> the air at Wombleton in the capable hands of Andy Draper.
>
> After 11 years can we claim the record for the slowest build ?
>
> Andy stated that she flew beautifully with no adverse tendencies.
> However, during a few flights to adjust the fine & course pitch stops on
> the Airmaster prop and to investigate our numerous modifications, (
> Different Main Wheel operating lever, Electric Flaps, Electric Outriggers,
> an adaptation of the Nigel Charles parallel fuel system, Cowl Flaps,
> Throttle Levers on each side of the cockpit, Third door shoot bolt, Gas
> Strut containment levers, Secret catches on Oil, & Water inspection doors
> and Fuel Filler, Long Wing Root Fairings, and a cool air and demist
system
> integrated into the dashboard - - - - - can we also claim the record for
> the most mods ? ) he started to experience coughing and spluttering from
> the engine. This always occurred about 1minute after opening the
> throttle to full power for take off and was accompanied with a massive
drop
> in the EGT on the port side. This could normally be stopped by
> throttling back slightly and then opening the throttle again and it was OK
> for he rest of the flight. The spluttering appeared to last longer on
> each flight despite our checks on the fuel flow and even changing the fuel
> pump until, on one flight, our heart stopped as we watched him
disappearing
> down behind the trees when the engine did not pick up again. He did, in
> fact, get it back to the airfield as it eventually picked up out of our
> earshot and we were able to breath again. The rest of the tests were
> carried out on the ground at full power with the tailwheel tied to my
car.
> It was eventually solved when I removed the port carb, removed the float
> chamber bowl and did a fuel flow test by catching the fuel coming out the
> float needle valve. It was more than adequate but in the bottom of the
> catch bowl was a tiny chip of what looked like epoxy resin. It had
either
> blocked the flow to the needle valve or prevented the needle valve from
> closing properly ( after one test the carb had obviously flooded as there
> was fuel dripping out the drain hole in the bottom of the plenum chamber )
> but as to why it only happened after 1 minute at full power and at no
other
> time is still a mystery.
>
> A further three flights were carried out on Friday 27th and she performed
> flawlessly during which I and my co-builder Justin were able to act as on
> board observers ! !
>
> We returned home to Edinburgh late last night but I am not sure if we have
> returned to earth yet !!!!!
>
> The fuel problem meant that the full test program could not be completed
> and, as this a Bank Holiday weekend, we will have to return to
> Kirkbymoorside next week to continue the tests.
>
> Those of you still building - - - - stick at it - - - - it's worth it in
> the end.
>
>
> Ted & Justin
>
>
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Re: Europa-List Digest: 19 Msgs - 05/28/05 |
Could we all please stop quoting entire prior emails (which in turn
quote prior emails, etc) lest our stacks overflow and expose yet another
vulnerability. Seriously, the size of the digest is getting enourmous
and the fraction of new information getting vanishingly small.
Ira N224xs
Ira & everyone
Can I add that it is very tedious scrolling past yards of emails that have been
scrolled past several times before.
Also unfair on Matt Draille, his stack must be gigantic
Graham
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Kit No 15 Flies at Last |
Subject: Europa-List: Kit No 15 Flies at Last
Hi Everyone
On the 24th May 2005 our Classic Europa Monowheel G-ZTED finally took to
the air at Wombleton in the capable hands of Andy Draper.
Ted! delighted to hear you are flying at last. I hope you manage to make it to
Kemble,
everone should have a chance to see at least some of your wonderful mods.
Graham
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | The Annual E-Mail plea |
Nev,
Sorry, mate, but I think youre being paranoid on that one! Youre welcome
to say: "I told you so!" if youre proved right, of course :-)
I've had separate correspondence with Graham, and I read it as "no KW work
to be used now". We've already have one volunteer to replace the role
performed by KW for the PFA, and I'm sure Graham is open to more if anyone
out there wants to volunteer?
Regarding pursuing KW with the full force of the law, the PFA rules, and the
CAA, you have my full support!
Cheers,
Jeremy Who
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of NevEyre(at)aol.com
Subject: Re: Europa-List: The Annual E-Mail plea
Hi Ira [ and Gentlemen]
Is this a victory ?
The copy of Graham Newby's letter that Mike Parkin shared with us
read......''We are listening to the membership and will be sourcing other
photo's for
the magazine in the future'',
He [GN] never said they wouldn't be useing KW 's photo's, just that they
would look for others.
Also , GN used the company initials of one of KW 's Companies, no mention
of KW personally. KW is officially involved in more than 20 Companies, so I
am
told, so GN has left the way open for photo's to still come from KW via a
different route, perhaps without a KW credit?
I will only believe it when a statement is published in the PF magazine
publically recognising the despicable deeds of KW, and advising the entire
P.F.A.
Membership of the vetoing of his work.
During the next week, I will be making enquiries to see if the constitution
of the PFA allows for a member to be permanently barred, if someone proposes
that at [ before ?] the AGM, and it is carried by members present ?
I am also looking into the ''hire and reward'' aspects of useing Permit,
and
Private Cat' CAA aircraft for aerial work.
Much as I would love to ''interface'' KW's head and a baseball bat, I think
there is scope within the legal [ and moral ?] rules and regulations to
make
it uncomfortable for him, at the very least !
Cheers,
Nev.
PS Ira, are you still after the R/C plans for a Europa, I found a set ?
________________________________________________________________________________
| From: | "Tony Bale" <tony.bale(at)virgin.net> |
| Subject: | Re: Fwd: Kit No 15 Flies at Last |
Congrats - now the fun starts, hopefully you have better luck than we did
with the weather for completing the test schedule !!
Tony Bale
----- Original Message -----
From: "Rowland Carson" <rowil(at)clara.net>
Subject: Europa-List: Fwd: Kit No 15 Flies at Last
>
> Good news from Ted Gladstone (who has been so busy he didn't notice
> the Europa list hasn't been at the address he used for over 2 years
> ....)
>
> >Date: Sat, 28 May 2005 13:24:25 -0400
> >From: Edward Gladstone <Ted_Gladstone(at)compuserve.com>
> >Subject: Kit No 15 Flies at Last
> >Sender: Edward Gladstone
> >To: Europa List
> >
> >
> >Hi Everyone
> >
> >On the 24th May 2005 our Classic Europa Monowheel G-ZTED finally took to
> >the air at Wombleton in the capable hands of Andy Draper.
> >
> >After 11 years can we claim the record for the slowest build ?
> >
> >Andy stated that she flew beautifully with no adverse tendencies.
> >However, during a few flights to adjust the fine & course pitch stops on
> >the Airmaster prop and to investigate our numerous modifications, (
> >Different Main Wheel operating lever, Electric Flaps, Electric
Outriggers,
> >an adaptation of the Nigel Charles parallel fuel system, Cowl Flaps,
> >Throttle Levers on each side of the cockpit, Third door shoot bolt, Gas
> >Strut containment levers, Secret catches on Oil, & Water inspection doors
> >and Fuel Filler, Long Wing Root Fairings, and a cool air and demist
system
> >integrated into the dashboard - - - - - can we also claim the record for
> >the most mods ? ) he started to experience coughing and spluttering from
> >the engine. This always occurred about 1minute after opening the
> >throttle to full power for take off and was accompanied with a massive
drop
> >in the EGT on the port side. This could normally be stopped by
> >throttling back slightly and then opening the throttle again and it was
OK
> >for he rest of the flight. The spluttering appeared to last longer on
> >each flight despite our checks on the fuel flow and even changing the
fuel
> >pump until, on one flight, our heart stopped as we watched him
disappearing
> >down behind the trees when the engine did not pick up again. He did,
in
> >fact, get it back to the airfield as it eventually picked up out of our
> >earshot and we were able to breath again. The rest of the tests were
> >carried out on the ground at full power with the tailwheel tied to my
car.
> > It was eventually solved when I removed the port carb, removed the
float
> >chamber bowl and did a fuel flow test by catching the fuel coming out the
> >float needle valve. It was more than adequate but in the bottom of the
> >catch bowl was a tiny chip of what looked like epoxy resin. It had
either
> >blocked the flow to the needle valve or prevented the needle valve from
> >closing properly ( after one test the carb had obviously flooded as
there
> >was fuel dripping out the drain hole in the bottom of the plenum
chamber )
> >but as to why it only happened after 1 minute at full power and at no
other
> >time is still a mystery.
> >
> >A further three flights were carried out on Friday 27th and she performed
> >flawlessly during which I and my co-builder Justin were able to act as on
> >board observers ! !
> >
> >We returned home to Edinburgh late last night but I am not sure if we
have
> >returned to earth yet !!!!!
> >
> >The fuel problem meant that the full test program could not be completed
> >and, as this a Bank Holiday weekend, we will have to return to
> >Kirkbymoorside next week to continue the tests.
> >
> >Those of you still building - - - - stick at it - - - - it's worth it
in
> >the end.
> >
> >
> >Ted & Justin
>
> Hearty congratulations to Ted & Justin!
>
> regards
>
> Rowland
> --
> | Rowland Carson Europa Club Membership Secretary - email for info!
> | Europa 435 G-ROWI (750 hours building) PFA #16532
> | e-mail website
>
>
________________________________________________________________________________
| Subject: | Re: Ferry flight Sun/Mon - Liec/Kemble |
| From: | "Tim Butterworth" <Tim.Butterworth(at)cvluk.com> |
Many thanks to all who made the kind offer to ferry me from Liecester to Kemble.
Dave Bosomworth was first past the post and stepped into the breach today. Lovely
flight, I was able to pick up my Europa (G-CHEB) and now all safely back
at Leciester.
Many thanks Dave, and hopefully I'll now see more of you on the various flyins
and DOTH's.
Regards
Tim Butterworth
________________________________________________________________________________
| From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | Kit No 15 Flies at Last NOW special warning re:- handling |
fuel.
Hi! Steven /all
"With fuel dripping down your arms".......
Good time for everyone to listen up .... Sounds daft but it will drive
you wild with pain if you happen to get any in your ear.
Been there got the ......experience to relate it. Easily done laying on
your back under your bird taking off gascolator bowls.
I could think of better birds to be on my back under anyway!
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Steven Pitt
Subject: Re: Europa-List: Kit No 15 Flies at Last
Well done to you and thanks for the encouragement. As I sat yesterday
with
fuel dripping down my arms from a leaking fuel strainer I did wonder
whether
it was really worth it after 7 years!
Regards
Steve Pitt #403
________________________________________________________________________________
| Subject: | The Annual E-Mail plea |
Remind me never to upset you Nev..:-)
Alan
Hi Ira [ and Gentlemen]
Is this a victory ?
The copy of Graham Newby's letter that Mike Parkin shared with us
read......''We are listening to the membership and will be sourcing
other photo's for
the magazine in the future'',
He [GN] never said they wouldn't be useing KW 's photo's, just that they
would look for others.
Also , GN used the company initials of one of KW 's Companies, no
mention
of KW personally. KW is officially involved in more than 20 Companies,
so I am
told, so GN has left the way open for photo's to still come from KW via
a
different route, perhaps without a KW credit?
I will only believe it when a statement is published in the PF magazine
publically recognising the despicable deeds of KW, and advising the
entire P.F.A.
Membership of the vetoing of his work.
During the next week, I will be making enquiries to see if the
constitution
of the PFA allows for a member to be permanently barred, if someone
proposes
that at [ before ?] the AGM, and it is carried by members present ?
I am also looking into the ''hire and reward'' aspects of useing
Permit, and
Private Cat' CAA aircraft for aerial work.
Much as I would love to ''interface'' KW's head and a baseball bat, I
think
there is scope within the legal [ and moral ?] rules and regulations to
make
it uncomfortable for him, at the very least !
Cheers,
Nev.
PS Ira, are you still after the R/C plans for a Europa, I found a set ?
________________________________________________________________________________
| Subject: | DOTH Suggestions ? |
No sorry none at all, so I just "went local"
Hi Alan,
Got any takers for a Monday Doth?
Bryan
________________________________________________________________________________
| From: | "David Watts" <dg.watts(at)virgin.net> |
| Subject: | First flight G-TOPK |
Yesterday at 09.30 am Peter Kember made the first flight on his second Europa G-TOPK,
followed by 2 more flights.
This aircraft is a hi-top Tri-gear XS/NG kit no. 1000 (for those unaware, the NG
was to be supplied completely molded, although in the end Pete had to use foam
cored flaps/ailerons/rudder).
The aircraft has a Rotax 912S with Airmaster prop and Grand Rapids EFIS and EIS
and came in at 872 lbs.
As most of you will know Pete had the first customer completed Europa to fly monowheel
G-OPJK which he sold ready to start the build of this new aircraft which
he started at the end of March last year.
Dave Watts
G-BXDY
P.S. He got his permit to test from the PFA by return of post from submission of
final inspection paperwork. Well done the PFA, let's hope you can keep it up.
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Re: Fwd: Kit No 15 Flies at Last |
Ted & Justin,all,
Congratulations on hanging in there to completion. Now is the time for you
to sit back, in the cockpit of course, and enjoy the fruits of your long
labors.
This brings a question to mind. I know one of the shortest builds was 18
months from a pair of gentlemen just south of me (Terry & Dave) and now we know
what has been the longest, 11 years for you. But I wonder if anyone has an
average time to build? Not only in calendar time but build log. I've been at it
alone for 967 hours over 2 1/2 years. And just got the top on.
Now actually it was my wife that posed the question but I was just wondering.
Mike Duane A207
Redding, California
XS Conventional Gear
Top On! Now going forward by working in the aft portion of the fuselage.
I am so glad I built that shelf behind the BB bulkhead.
Do Not Archive
________________________________________________________________________________
| From: | "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no> |
Mike,
You wrote re. your build hours:
> - - - -I've been at it alone for 967 hours over 2 1/2 years. And just got
> the top on.
>
Actually, I think you have done well!
I began filling and sanding "some hours ago", having completed all building
but the wing-to-fuselage fairings, and now have 2040 hours over 3 1/2 years.
XS trigear, including all of the factory mods introduced after I purchased
the kit 4 years ago, plus some (among which are cockpit air extraction vent
and BoomBeam landing light in front of lower cowling - will report after
airborn some time next year). My experience is that the private mods (which
are permitted in Norway without CAA approval as long as stucture or flying
characteristics are not compromised - "this is why it is called
'experimental'", they replied to a question I had on one issue recently)
takes much longer time than first envisaged, but are so much more rewarding
to do, too! Should admit, though, that I have saved myself many, many hours
by having had the panel completely outfitted and tested by an avionics shop.
Regards,
Svein
A225 - now in Norway
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Re: First flight G-TOPK |
>Yesterday at 09.30 am Peter Kember made the first flight on his second Europa
Dave - congratulations to Peter! I'm guessing that Laddingford is a
bit small for first flights - was it at Rochester?
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| From: | c w <pilotcraig2001(at)YAHOO.COM> |
Hello all
I am usually on the engine and yak list. I have a
friend that has a steme motor glider with a rotax
914 f engine in it. The engine list people said go
here as you guys are the experts in 914.
The problem with this engine is It starts with full
choke on but quites after it is warmed up when you
pull
the choke off. Sometimes i can get it started after
the warm up with the choke off but now it only
produces
about 75 percent power on climb out. If any of you
guys have any suggestions on where to start on trouble
shooting this problem i would apreciate it.
There seems to be noting in the manuals I have
with this airplane.
Thanks Craig
__________________________________
Stay connected, organized, and protected. Take the tour:
http://tour.mail.yahoo.com/mailtour.html
________________________________________________________________________________
| From: | "David Watts" <dg.watts(at)virgin.net> |
| Subject: | Re: First flight G-TOPK |
No, Laddinford was just fine
Dave
________________________________________________________________________________
| From: | "KARL HEINDL" <kheindl(at)msn.com> |
That seems a long time for an XS, but you are probably making a lot of
mods, which can be a real time killer. I didn't count the hours, as that
seemed a pointless exercise, but it took me 2 yrs and 9 months. During that
time I also had a bad case of epoxy allergy for 6 months, and I had to work
for a living. I farmed out the instrument module to a so called
'professional up in Yorkshire (England), but then spent many hours
correcting about 7 wiring faults. I also had he seat cushion covers done by
someone else. I had no prior experience and always worked on my own (except
when bonding in the cockpit module). I made anumber of minor mods, but
nothing like what many of you guys in the States are doing to your Europas.
It then took another 18 or so months before first flight, but that delay was
not due to any build reasons, but waiting for the winter to pass, waiting
for an inspector, waiting for a test pilot, moving countries etc. etc..
Karl, XS Trigear 392 C-FIRS
>
>This brings a question to mind. I know one of the shortest builds was 18
>months from a pair of gentlemen just south of me (Terry & Dave) and now we
>know
>what has been the longest, 11 years for you. But I wonder if anyone has an
>average time to build? Not only in calendar time but build log. I've been
>at it
>alone for 967 hours over 2 1/2 years. And just got the top on.
>
>
>Do Not Archive
>
>
________________________________________________________________________________
| Subject: | Re: A question of Victory (to Nev) |
| From: | irampil(at)notes.cc.sunysb.edu |
05/31/2005 03:29:33 AM,
Serialize complete at 05/31/2005 03:29:33 AM
Hey Nev!
I admit, the recent victory was a small one.
I can't see that banning KW from the PFA would bother him very much.
He would just turn to rooking another group of innocents.
Is there not a barrister among the legion of Europa Builders?
By definition ( ;-) ) anyone building an aircraft has an excess of free
time!
Is there no reasonable case to be made for a civil action against KW,
perhaps a class action for fraud?
Ira N224XS
muffler found to be cracked in several places around the two aft inlet
mounts!
________________________________________________________________________________
| Subject: | Annual Plea Redux |
| From: | irampil(at)notes.cc.sunysb.edu |
05/31/2005 03:41:53 AM,
Serialize complete at 05/31/2005 03:41:53 AM
Greetings All!
Guten Tag from Wien!
There seems to be a misunderstanding about my prior message regarding
E-Mail.
I was referring specifically to the use of quoted prior messages. Nothing
to do with "Archive"
As an example in the 05/28/2005 Digest, William Mills sends a TWO Line
message followed
by about ONE HUNDRED Lines of THREE Levels of Prior Quoted messages.
Therefore the Signal to Noise ratio is 20Log10(2/102).
Please do not tack one endless quotes of prior junk. People who are
following your thread will
already know the prior info.
If it is essential to refer to some prior text, please do not be lazy,
please cut out the mass
of extraneous junk to reveal only the key point. Learn to use your E-Mail
software and be
friendly to everyone else.
Thank you again for your indulgence!!
Ira
N224XS Down for Annual Inspection after about 130 hrs
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
I guess I'm slow then... :-( 1400hrs in, top going on in the next 20 hours
or so... But I have been modding hard!
Cheers,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of KARL HEINDL
Subject: Re: Europa-List: Build time
That seems a long time for an XS, but you are probably making a lot of
mods, which can be a real time killer. I didn't count the hours, as that
seemed a pointless exercise, but it took me 2 yrs and 9 months. During that
time I also had a bad case of epoxy allergy for 6 months, and I had to work
for a living. I farmed out the instrument module to a so called
'professional up in Yorkshire (England), but then spent many hours
correcting about 7 wiring faults. I also had he seat cushion covers done by
someone else. I had no prior experience and always worked on my own (except
when bonding in the cockpit module). I made anumber of minor mods, but
nothing like what many of you guys in the States are doing to your Europas.
It then took another 18 or so months before first flight, but that delay was
not due to any build reasons, but waiting for the winter to pass, waiting
for an inspector, waiting for a test pilot, moving countries etc. etc..
Karl, XS Trigear 392 C-FIRS
>
>This brings a question to mind. I know one of the shortest builds was 18
>months from a pair of gentlemen just south of me (Terry & Dave) and now we
>know
>what has been the longest, 11 years for you. But I wonder if anyone has an
>average time to build? Not only in calendar time but build log. I've been
>at it
>alone for 967 hours over 2 1/2 years. And just got the top on.
>
>
>Do Not Archive
>
>
________________________________________________________________________________
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
hi all , ive got the usual rotax 912S with the standard supplied stainless exhaust
, trouble is i can only get 3 out of the 8 springs to fit . ive welded up
a spring puller and even using that tool with the springs fully compressed they
are about 1/4" ( 5mm ) too short to reach over the tangs. europa refered me
to the manufacturer - they tell me that the springs should be fitted with the
pipe off the cylinder head , and then lever the pipe in to place - it sounds like
a potch . has any one any light to throw on this as leavering a pipe with
2 springs on it against alloy sounds like a nice set of gouge marks at the end
.
cheers , steve # 573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: exhuast springs |
Steve
I had that problem too. I finely decided to fix the problem once and for
all. I cut off the upper end of the spring attachment hooks on the header
pipes. (simple) They were too long in the first place.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
>
> hi all , ive got the usual rotax 912S with the standard supplied stainless
> exhaust , trouble is i can only get 3 out of the 8 springs to fit .
________________________________________________________________________________
| From: | "Peter Field" <Peter.Field(at)hgfield.co.uk> |
We too had a lot of fun with the exhaust springs and encountered very
similar problems. We made up a tool for pulling the springs and we found
that even fully compressed they would not hook onto the tangs.
We decided to make up a new inner for one of the springs (making it that
much longer) and fitted it on. As if by magic the other springs started
to fit one by one until we we had them all fitting. We then replaced the
original inner and that fitted as well. I think it is all to do with the
position of the exhaust tubes bedding properly into the exhaust box.
Persevere and I think you will eventually get them to fit.
I remember my co builder presenting me with the problem and at the time
it appeared insurmountable - as with many things Europa it worked out
okay in the end!!
Peter Field
Kit 566 - trying a bit of filling (deep joy)
________________________________________________________________________________
| Subject: | Re: exhaust springs |
| From: | Gerry Holland <gnholland(at)onetel.com> |
Steve Hi!>
> Has any one any light to throw on this as levering a
> pipe with 2 springs on it against alloy sounds like a nice set of gouge marks
> at the end .
It's no problem at all. No gouging.... Just place pipe so springs can be
attached and then move to approximate position for mating! Great word!
Regards
Gerry
________________________________________________________________________________
| From: | "Terry Seaver (terrys)" <terrys(at)cisco.com> |
Hi Steve,
Here are a few things that may help:
1) We install the springs with the muffler and header pipes in place,
but with the header pipes loose enough to move the muffler back and
forth, left to right side. Moving the muffler to one side reduces the
distance the spring keepers need to compress the spring.
2) Use a length of safety wire looped around the top spring keeper.
Attach the bottom keeper to the muffler, then pull up on the safety wire
with safety wire pliers to get the top spring keeper over the header
pipe spring retainer.
Regards,
Terry Seaver
A135 / N135TD
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of steve v.
Subject: Europa-List: exhuast springs
hi all , ive got the usual rotax 912S with the standard supplied
stainless exhaust , trouble is i can only get 3 out of the 8 springs to
fit . ive welded up a spring puller and even using that tool with the
springs fully compressed they are about 1/4" ( 5mm ) too short to reach
over the tangs. europa refered me to the manufacturer - they tell me
that the springs should be fitted with the pipe off the cylinder head ,
and then lever the pipe in to place - it sounds like a potch . has any
one any light to throw on this as leavering a pipe with 2 springs on it
against alloy sounds like a nice set of gouge marks at the end .
cheers , steve # 573
----------------
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: exhuast springs |
steve v. wrote:
>
>hi all , ive got the usual rotax 912S with the standard supplied stainless exhaust
, trouble is i can only get 3 out of the 8 springs to fit . ive welded up
a spring puller and even using that tool with the springs fully compressed they
are about 1/4" ( 5mm ) too short to reach over the tangs. europa refered me
to the manufacturer - they tell me that the springs should be fitted with the
pipe off the cylinder head , and then lever the pipe in to place - it sounds
like a potch . has any one any light to throw on this as leavering a pipe with
2 springs on it against alloy sounds like a nice set of gouge marks at the end
.
>
> cheers , steve # 573
>
>
>
>
Steve,
What worked for me was to insert the springs, before pulling the tubes
into the sockets. Obviously, this must be done before mounting the
exhaust, but it was really pretty simple. Good luck...
Jeff - A055
Prop should be on it's way in a day or two...
--
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Paint Scheme |
Steve Crimm wrote:
>
>Does anyone have the URL for the software program that helps you design your
>paint scheme?
>
>Steve
>
>
Designed mine using a scanner and drawing program. Corel Draw would be
fine, though I used my sign making software. Simply scan the tech
drawings from the front of the manual and use the scanned picture as a
template to draw on top of. If doing some wild graphics, the vector
artwork is actually usable by a vinyl cutter, who could reproduce the
graphics for you. Good luck...
Jeff - A055
Almost done...
--
________________________________________________________________________________
| From: | <beecho(at)beecho.org> |
Steve
I think the paint scheme designer program is likely:
http://www.schemedesigners.com/
Tom
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of N55XS
Subject: Re: Europa-List: Paint Scheme
Steve Crimm wrote:
>-->
>
>Does anyone have the URL for the software program that helps you design
>your paint scheme?
>
>Steve
>
>
Designed mine using a scanner and drawing program. Corel Draw would be
fine, though I used my sign making software. Simply scan the tech
drawings from the front of the manual and use the scanned picture as a
template to draw on top of. If doing some wild graphics, the vector
artwork is actually usable by a vinyl cutter, who could reproduce the
graphics for you. Good luck...
Jeff - A055
Almost done...
--
________________________________________________________________________________
| Subject: | RE: exhuast springs |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
a big thanks for all the tips - not just me then ! , ive now put the angle grinder
away ! i will tackle it again next time the lower cowling is off ,
steve # 573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | Marty Mason <captainmarty(at)bellsouth.net> |
Can someone direct me to the manual section that describes the installation of
the baggage bay bulkhead. I can't seem to find it anywhere. What am I missing?
Thanks
Marty Mason
Kit A291 XS Mono 914 Airmaster C/S
Working on Canoe - Rudder done - Tailplane Next
Norcross, GA USA
________________________________________________________________________________
| From: | DuaneFamly(at)AOL.COM |
In my book it's page 28-13.
Mike Duane A207
Redding, California
XS Conventional Gear
Top On! Now going forward by working in the aft portion of the fuselage.
I am so glad I built that shelf behind the BB bulkhead.
Do Not Archive
________________________________________________________________________________
| From: | Klaus Dietrich <klaus.dietrich(at)oracle.com> |
Anybody having contact with NSI concerning the prop blade cuffs
replacement?
We have three NSI props here in Austria (with Rotax 912) and all work
perfectly for a combined 800hrs+.
I tried to get into contact with NSI for the mod by email or fax several
times during the last three weeks but never got a reply.....
Any idea how we can reach them????
Thanks!
Klaus, Vienna
________________________________________________________________________________
| From: | "Pete Lawless" <pete(at)lawless.info> |
Klaus
They have a girl called Dawn who is in the front office. She ignores
all emails and faxes. The only way to get hold of them is by telephone
on 001 360 435 8109 and that is not guaranteed to be answered. Even
David Hunter, who is as near as NSI got to having an agent in the UK,
has the same problem. They were certainly still in business about 2
weeks ago.
Best of luck, I have MK2 cuffs on my prop so I do not have to worry for
another 10 years of so.
Regards
Pete
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Klaus
Dietrich
Subject: Europa-List: NSI CAP 140
-->
Anybody having contact with NSI concerning the prop blade cuffs
replacement?
We have three NSI props here in Austria (with Rotax 912) and all work
perfectly for a combined 800hrs+.
I tried to get into contact with NSI for the mod by email or fax several
times during the last three weeks but never got a reply.....
Any idea how we can reach them????
Thanks!
Klaus, Vienna
--
--
________________________________________________________________________________
| From: | "Tim Butterworth" <Tim.Butterworth(at)cvluk.com> |
You think you 'prop' guys have trouble.....I am running the EA-81 Subaru engine
and next on my wish list is to get certification to use Mogas. Imagine the paperwork
I need to provide to the PFA to get that through!! Not easy when NSI are
virtually uncontactable!!
Tim
-----Original Message-----
From: owner-europa-list-server(at)matronics.com on behalf of Pete Lawless
Subject: RE: Europa-List: NSI CAP 140
Klaus
They have a girl called Dawn who is in the front office. She ignores
all emails and faxes. The only way to get hold of them is by telephone
on 001 360 435 8109 and that is not guaranteed to be answered. Even
David Hunter, who is as near as NSI got to having an agent in the UK,
has the same problem. They were certainly still in business about 2
weeks ago.
Best of luck, I have MK2 cuffs on my prop so I do not have to worry for
another 10 years of so.
Regards
Pete
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Klaus
Dietrich
Subject: Europa-List: NSI CAP 140
-->
Anybody having contact with NSI concerning the prop blade cuffs
replacement?
We have three NSI props here in Austria (with Rotax 912) and all work
perfectly for a combined 800hrs+.
I tried to get into contact with NSI for the mod by email or fax several
times during the last three weeks but never got a reply.....
Any idea how we can reach them????
Thanks!
Klaus, Vienna
--
--
________________________________________________________________________________
| From: | lmorgan822(at)AOL.COM |
I am sorry to hear that you got involved with NSI. I am afraid you are in for
a rough go!
-----Original Message-----
From: Tim Butterworth <Tim.Butterworth(at)cvluk.com>
Subject: RE: Europa-List: NSI CAP 140
You think you 'prop' guys have trouble.....I am running the EA-81 Subaru engine
and next on my wish list is to get certification to use Mogas. Imagine the
paperwork I need to provide to the PFA to get that through!! Not easy when NSI
are virtually uncontactable!!
Tim
-----Original Message-----
From: owner-europa-list-server(at)matronics.com on behalf of Pete Lawless
Subject: RE: Europa-List: NSI CAP 140
Klaus
They have a girl called Dawn who is in the front office. She ignores
all emails and faxes. The only way to get hold of them is by telephone
on 001 360 435 8109 and that is not guaranteed to be answered. Even
David Hunter, who is as near as NSI got to having an agent in the UK,
has the same problem. They were certainly still in business about 2
weeks ago.
Best of luck, I have MK2 cuffs on my prop so I do not have to worry for
another 10 years of so.
Regards
Pete
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Klaus
Dietrich
Subject: Europa-List: NSI CAP 140
-->
Anybody having contact with NSI concerning the prop blade cuffs
replacement?
We have three NSI props here in Austria (with Rotax 912) and all work
perfectly for a combined 800hrs+.
I tried to get into contact with NSI for the mod by email or fax several
times during the last three weeks but never got a reply.....
Any idea how we can reach them????
Thanks!
Klaus, Vienna
--
--
________________________________________________________________________________
| From: | "GLENN CROWDER" <gcrowder2(at)hotmail.com> |
Hey Tim! I wish to discourage the use of auto fuel if you are using the
Ellison TBI on that
NSI. In the Ellison manual they prohibit the use of auto fuel. I tried
premium unleaded Texaco
92 octane in my NSI EA81 powered Europa and would get consistent vapor
locking after running
for about 15 minutes or so on the ground, even with the top cowling removed.
Also, be sure
you have a fuel return line back to the tank to remove bubbles as the
Ellison has no float bowl
to remove vapors. I run 100 LL all the time now and have had no problems!
Glenn Crowder
>From: "Tim Butterworth" <Tim.Butterworth(at)cvluk.com>
>Reply-To: europa-list(at)matronics.com
>To: ,
>Subject: RE: Europa-List: NSI CAP 140
>Date: Wed, 1 Jun 2005 22:01:21 +0100
>
>
>
>You think you 'prop' guys have trouble.....I am running the EA-81 Subaru
>engine and next on my wish list is to get certification to use Mogas.
>Imagine the paperwork I need to provide to the PFA to get that through!!
>Not easy when NSI are virtually uncontactable!!
>
>Tim
>
>
>-----Original Message-----
>From: owner-europa-list-server(at)matronics.com on behalf of Pete Lawless
>To: europa-list(at)matronics.com
>Subject: RE: Europa-List: NSI CAP 140
>
>
>Klaus
>
>They have a girl called Dawn who is in the front office. She ignores
>all emails and faxes. The only way to get hold of them is by telephone
>on 001 360 435 8109 and that is not guaranteed to be answered. Even
>David Hunter, who is as near as NSI got to having an agent in the UK,
>has the same problem. They were certainly still in business about 2
>weeks ago.
>
>Best of luck, I have MK2 cuffs on my prop so I do not have to worry for
>another 10 years of so.
>
>Regards
>
>Pete
>
>-----Original Message-----
>From: owner-europa-list-server(at)matronics.com
>[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Klaus
>Dietrich
>To: europa-list(at)matronics.com
>Subject: Europa-List: NSI CAP 140
>
>
>-->
>
>Anybody having contact with NSI concerning the prop blade cuffs
>replacement?
>We have three NSI props here in Austria (with Rotax 912) and all work
>perfectly for a combined 800hrs+.
>I tried to get into contact with NSI for the mod by email or fax several
>
>times during the last three weeks but never got a reply.....
>
>Any idea how we can reach them????
>
>Thanks!
>Klaus, Vienna
>
>
>--
>
>
>--
>
>
________________________________________________________________________________
| From: | "paul atkinson" <paul(at)theatkinsons.demon.co.uk> |
hi all , ive got the usual rotax 912S with the standard supplied stainless
exhaust
a spring puller and even using that tool with the springs fully compressed
they
are about 1/4" ( 5mm ) too short to reach over the tangs. europa refered me
to the manufacturer - they tell me that the springs should be fitted with
the
pipe off the cylinder head , and then lever the pipe in to place - it
sounds like
a potch . has any one any light to throw on this as leavering a pipe with
2 springs on it against alloy sounds like a nice set of gouge marks at the
end
Seve
Well I did what Rotax suggest, although I did not know that at the time.
It worked a treat.
There should be some anti-sieze lubricant in each of the sockets that the
pipes fit into. If there isn't, get hold of some Copper-slip or similar,
it is often sold to stop disc brake noise.
Regards
Paul
________________________________________________________________________________
| Subject: | Re: exhaust springs |
| From: | "Stephan Cassel" <cassel(at)sensewave.com> |
Hi Paul
"they tell me that the springs should be fitted with
the pipe off the cylinder head , and then lever the pipe in to place"
This approach is the only way I could get it on. But a very good
approach I found out. No gouge marks can be found.
If your is tighter then mine, a thin layer of Loctite Anti Seize may do
the trick.
Regards
Stephan
#556
>
>
>
> hi all , ive got the usual rotax 912S with the standard supplied stainless
> exhaust
> a spring puller and even using that tool with the springs fully compressed
> they
> are about 1/4" ( 5mm ) too short to reach over the tangs. europa refered
> me
> to the manufacturer - they tell me that the springs should be fitted with
> the
> pipe off the cylinder head , and then lever the pipe in to place - it
> sounds like
> a potch . has any one any light to throw on this as leavering a pipe with
> 2 springs on it against alloy sounds like a nice set of gouge marks at the
> end
>
>
> Seve
>
> Well I did what Rotax suggest, although I did not know that at the time.
> It worked a treat.
> There should be some anti-sieze lubricant in each of the sockets that the
> pipes fit into. If there isn't, get hold of some Copper-slip or similar,
> it is often sold to stop disc brake noise.
>
> Regards
>
> Paul
>
>
-------------------------------------------
This mail was sent through Freewave AS Webmail
http://www.freewave.no/
________________________________________________________________________________
| Subject: | Re: EZ-TRIM Altitude Hold PCB |
| From: | Jacques.POINT(at)total.com |
14, 2004) at 02/06/2005 15:23:55,
Serialize complete at 02/06/2005 15:23:55,
Itemize by SMTP Server on XFRPAR-HE03/GROUP/Corp(Release 6.5.1|January
21, 2004) at
02/06/2005 15:23:55,
Serialize by Router on XFRPAR-HE03/GROUP/Corp(Release 6.5.1|January 21,
2004) at
02/06/2005 15:23:56,
Serialize complete at 02/06/2005 15:23:56
peter,
I would be very much interested by the full kit (Board and components)
Thanks
Jacques POINT
"Peter Rees"
Sent by: owner-europa-list-server(at)matronics.com
05/14/2005 12:14 AM
Please respond to europa-list
To:
cc:
Subject: Re: Europa-List: EZ-TRIM Altitude Hold PCB
Hi Michael
I've had a quick look at the pcb file and downloaded the design software.
The board looks pretty amateurish (and doesn't include the relays to
switch
the trim motor) - I may re-lay the board myslef (using the software I use
at
work) to give a much better quality of board - the current one doesn't
have
a solder mask or ident - very necessary for those with little soldering
experience.
I'll get a price for the 'as is' board and tell people this and the
revised
version (including the relays).
We seem to be there with the quantity so, I'll give my manufacturer a
call.
Would you be after a bare board, kit or assembled unit?
Regards
Peter
----- Original Message -----
From: "Michael Grass" <M.Grass(at)comcast.net>
Subject: Re: Europa-List: EZ-TRIM Altitude Hold PCB
>
> Peter,
>
> I am defiantly interested in the PCB. Count me in as being interested.
>
> Michael Grass
> A266 Trigear
> ----- Original Message -----
> From: "Peter Rees" <peter.rees05(at)ntlworld.com>
> To:
> Subject: Europa-List: EZ-TRIM Altitude Hold PCB
>
>
>>
>>
>> If enough people are interested in the EZ-Trim (and if I'm not treading
>> on
>> anyones toes), I would be happy to approach some of the board suppliers
I
>> use at work to get some boards made (the ones you can make at home
really
>> aren't of a standard you should use on an aircraft.
>>
>> I might at a push even assemble a couple of units for those who are
>> 'electronically challenged'
>>
>> If anyone is interested, drop me an E-mail - I guess we would need to
>> order
>> a minimum of 6 boards but the more we can order, the cheaper they'll
be.
>>
>> Peter
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Erich Trombley" <erichdtrombley(at)juno.com> |
| Subject: | NSI contact info |
Klaus and others,
I have been dealing with NSI over the last year trying in vein to get replacement
parts for the NSI prop I acquired from a third party. You can try and deal
with Dawn over the phone if NSI answer their phone. Or you can try Craig Woolman.
The best luck I had was sending him an e-mail. His e-mail address is craigwoolman(at)nsiaero.com
I did finally prevail and have received the parts I needed to install the prop.
Hopefully, within the next few weeks.
Regards,
Erich Trombley
N28ET Classic Mono 914
Get Juno Platinum for as low as $4.97/month!
Visit http://www.juno.com/half to sign up today!
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Don't tell Gerry Holland |
For the truly ambitious, see:
http://www.rotaxking.com/
Duncan McF.
----- Original Message -----
From: <irampil(at)notes.cc.sunysb.edu>
Subject: Europa-List: Annual Plea Redux
>
> Greetings All!
> Guten Tag from Wien!
>
> There seems to be a misunderstanding about my prior message regarding
> E-Mail.
> I was referring specifically to the use of quoted prior messages. Nothing
> to do with "Archive"
> As an example in the 05/28/2005 Digest, William Mills sends a TWO Line
> message followed
> by about ONE HUNDRED Lines of THREE Levels of Prior Quoted messages.
> Therefore the Signal to Noise ratio is 20Log10(2/102).
>
> Please do not tack one endless quotes of prior junk. People who are
> following your thread will
> already know the prior info.
>
> If it is essential to refer to some prior text, please do not be lazy,
> please cut out the mass
> of extraneous junk to reveal only the key point. Learn to use your E-Mail
> software and be
> friendly to everyone else.
>
> Thank you again for your indulgence!!
>
> Ira
> N224XS Down for Annual Inspection after about 130 hrs
>
>
>
________________________________________________________________________________
| From: | "Pete Lawless" <pete(at)lawless.info> |
| Subject: | NSI contact info |
Eric
Craig's direct email is probably the most useful bit of information. He
seems to be the only one there who is switched on. The main problem
seems to be that information given to Dawn does not get to him.
Regards
Pete
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Erich
Trombley
Subject: Europa-List: NSI contact info
-->
Klaus and others,
I have been dealing with NSI over the last year trying in vein to get
replacement parts for the NSI prop I acquired from a third party. You
can try and deal with Dawn over the phone if NSI answer their phone. Or
you can try Craig Woolman. The best luck I had was sending him an
e-mail. His e-mail address is craigwoolman(at)nsiaero.com
I did finally prevail and have received the parts I needed to install
the prop. Hopefully, within the next few weeks.
Regards,
Erich Trombley
N28ET Classic Mono 914
Get Juno Platinum for as low as $4.97/month!
Visit http://www.juno.com/half to sign up today!
--
--
________________________________________________________________________________
| From: | "Bob Fairall" <b_fairall(at)fairalls.co.uk> |
| Subject: | FW: Safety issue; Missing mast!? |
0.37 PLING_QUERY Subject has exclamation mark and question mark
I am more than a little concerned at forwarding this below without verifying
the accuracy of the information, but on the other hand if it is accurate and
I fail to pass it on immediately the consequences might just be tragic.
Furthermore I know Justyn Gorman and I would be surprised if his information
isn't accurate, hence this is sent (Bcc) to all aviating types in my email
address book.
If it turns out to be inaccurate, please accept my apologies.
And to echo Justyn's words, have a very safe (and enjoyable) 2005 flying
season.
Bob Fairall
-----Original Message-----
From: Justyn Gorman [mailto:justyn.gorman(at)ntlworld.com]
Aero513(at)Aol.Com; Alan garside (Alan garside); Alfmeadows(at)aol.com; Barry
Tempest; Bob Sharp (Bob Sharp); Brian Hope (Brian Hope); Chas RV6; Chris
Gurney; christopher.jefferson(at)norfolk.gov.uk; Cswift2000(at)Aol.Com; Dan Harris
(Dan Harris); Darren Bunce; Dave Sutton (Dave Sutton); David Black (David
Black); David Grace; Dennis(at)planecrazy.flyer.co.uk; Eamonn Sheridan (Eamonn
Sheridan); Evans Dave; Fairall, Bob (Fairall, Bob); Glenn Stracey (Glenn
Stracey); Ian Parker; IanSharman; Iholland(at)Btinternet.Com; Jerry Knight;
Julian Harris; MarcDAnstey(at)aol.com; Michael Wright (Michael Wright); Nick
Bloom; Paul Fellows; Paul Fry (paul fry); Paul Hawkins (Paul Hawkins); Paul
Hawkins; Peter Ren (Ren); Richard Pearson; Steve Carver
(Steve Carver); Stratton Richey; Tony (Tony); displayaerobatics; Trevor
Roche
Subject: Safety issue; Missing mast!?
Hello all
If you are flying in the Midhurst area near the VOR you may not notice a 996
foot mast which is missing off the latest half mil.
The mast is located approx 3 NM 330 degrees from the VOR.
Wishing you all a very safe 2005 flying season
Justyn Gorman
________________________________________________________________________________
| From: | "Jim Butcher" <europa(at)triton.net> |
| Subject: | Tailplane Mass Balance |
How does one go about balancing the tailplanes? I have the tailplanes with trim
tabs in place. I have not connected the trim tabs to TS05 trim tab link rod.
All the rest of the pitch control system is connected. I have installed Mod
70 but this is my initial attempt at balance. The weights are clear of pitch
control stop structure and the new tuffnal strips from Mod 70. If I take both
weights off TP18 the mass balance arm it swings up to its stop. However if
I add the weights the tailplanes can be put in any position and stay there.
Is the idea to add just enough weight so the tailplanes come to their neutral position
aligned with the fuselage?
I read a thread that referred to stick forces when displaced from neutral. Is
this the way to set up the balance?
Obviously there is something I don't understand. Can anyone shed some light?
Thanks
Jim Butcher A185 N241BW
Close to going to the airport
________________________________________________________________________________
| From: | "Ron Jones" <jronjones(at)lineone.net> |
| Subject: | Re: Tailplane Mass Balance |
Hi Jim,
The tailplanes are in balance when they stay in any position that you put
them (as yours appear to do!) and when they move a similar distance in
either direction if you give them a slight push or tap! This is AFTER they
have been filled and painted, etc. and with everything connected ready for
flight.
A very technical answer, I'm sure you will agree!
Now get goin' to that airport and fly!
Regards,
Ron Jones. (G-RJWX)
________________________________________________________________________________
| Subject: | upper cowling , two access panels |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
hi, have any builders fitted anchor nuts & screws to one side of the hinge to make
the doors removable , they would also be easyer to paint,
steve # 573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | Tailplane Mass Balance |
| From: | "Terry Seaver (terrys)" <terrys(at)cisco.com> |
Hi Jim,
An easy way to balance the weights is to hang a cup from the rear of the
tail plane (with a piece of string) and fill the cup with weights until
the tailplane balances. Then weigh the cup and contents, and with the
lengths of the associated moment arms, calculate exactly how much weight
must be cut from the mass balance weights. This procedure is written up
in detail at the URL listed below. Everything should be connected,
ready for flight, including the trim tab link rod. Because of the
system friction, you will need to tap the tailplane up, then down, to
see how far it goes each way, to determine if you are in balance or not.
http://terryseaver.home.comcast.net/N135TD_mods.htm
Look at the section called "Tailplane mass balance procedure"
Regards,
Terry Seaver
A135 / N135TD
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jim Butcher
Subject: Europa-List: Tailplane Mass Balance
How does one go about balancing the tailplanes? I have the tailplanes
with trim tabs in place. I have not connected the trim tabs to TS05
trim tab link rod. All the rest of the pitch control system is
connected. I have installed Mod 70 but this is my initial attempt at
balance. The weights are clear of pitch control stop structure and the
new tuffnal strips from Mod 70. If I take both weights off TP18 the
mass balance arm it swings up to its stop. However if I add the weights
the tailplanes can be put in any position and stay there.
Is the idea to add just enough weight so the tailplanes come to their
neutral position aligned with the fuselage?
I read a thread that referred to stick forces when displaced from
neutral. Is this the way to set up the balance?
Obviously there is something I don't understand. Can anyone shed some
light?
Thanks
Jim Butcher A185 N241BW
Close to going to the airport
________________________________________________________________________________
| Subject: | Re: upper cowling , two access panels |
| From: | Gerry Holland <gnholland(at)onetel.com> |
> hi, have any builders fitted anchor nuts & screws to one side of the hinge to
> make the doors removable , they would also be easyer to paint,
Steve
Yes but slightly different to that. I have used a Tab that fits under lip of
access hole and is secured by a screw.
I'll send photos.
Gerry
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
| Subject: | upper cowling , two access panels |
Yes I have.
I also reinforced the door as they have a tendency to flex slightly in
flight.
Nigel Charles
>>-----Original Message-----
>>From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-
>>server(at)matronics.com] On Behalf Of steve v.
>>Sent: Friday, June 03, 2005 17:51
>>Subject: Europa-List: upper cowling , two access panels
>>
>>
>>hi, have any builders fitted anchor nuts & screws to one side of the
hinge
>>to make the doors removable , they would also be easyer to paint,
>>
>> steve # 573
>>----------------
>>Visit EuropaOwnersForum http://www.europaowners.org/
>>
>>
>>
>>
________________________________________________________________________________
| Subject: | RE: upper cowling , two access panels |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
hi, yes please, photos would be much app. as im not sure how well screwheads on
top of the cowling would look.
steve # 573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | Re: RE: upper cowling , two access panels |
| From: | Gerry Holland <gnholland(at)onetel.com> |
> hi, yes please, photos would be much app. as im not sure how well screwheads
> on top of the cowling would look.
I will post them tomorrow.
Gerry
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
| Subject: | RE: upper cowling , two access panels |
>im not sure how well
>>screwheads on top of the cowling would look.<
I used small countersunk stainless screws which I thought looked OK.
Nigel Charles
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Fuel pressure regulation |
I'm getting ready to start my calibrations for the 912S and have a
question. What, if anything are folks using to regulate fuel pressure
for both the mechanical and electric pumps, and how are you setting it
up? Thanks in advance for any help...
Jeff - A055
Prop is in the mail...
--
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | DOTH Tollerton Sunday? |
Anyone up for dropping in at Tollerton (Nottingham) for the Today's Pilot Rally.
I shall be going anyway, but it would be nice to have someone to talk to.
Cheers Bryan
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Re: Fuel pressure regulation |
Hi Jeff,
The size of the hole in the return pipe restrictor determines the pressure.
I found that the standard restrictor hole took my fuel pressure above the
recommended level, and I had to open it up a tad.
Before that I had a petrol smell on climb out with both pumps working. It is
a long time ago now, but it does not seem to happen now.
Cheers Bryan
----- Original Message -----
From: "N55XS" <topglock(at)cox.net>
Subject: Europa-List: Fuel pressure regulation
>
> I'm getting ready to start my calibrations for the 912S and have a
> question. What, if anything are folks using to regulate fuel pressure
> for both the mechanical and electric pumps, and how are you setting it
> up? Thanks in advance for any help...
>
> Jeff - A055
> Prop is in the mail...
>
>
> --
>
>
>
________________________________________________________________________________
| From: | "Dean Seitz" <daseitz(at)cfl.rr.com> |
| Subject: | First flight N284A |
Today at 02.00 pm I made the first flight on my Europa A284 -- N284A
This aircraft is a hi-top Tri-gear XS with the NG mods on the fuse for the
doors but with foam tail planes.
The aircraft has a Rotax 914 with Airmaster prop and a Dynon EFIS with
backup instruments, a King KX125 Nav/Com, and Narco AT165 mode C
transponder. It came in at 868 lbs with interior still to go in.
The flight only lasted one time around the pattern due to the oil temp gauge
going to full scale (pegged over 300 deg.). Take off and landing were
perfect with no problems. The oil temp problem was found to be a connection
problem. Will try further flight attempts next weekend.
Dean Seitz
N284A
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: First flight N284A |
Dean,
Congratulations on what has to be the greatest of feelings. I hope to
be joining in the clelbration in a few short weeks...
Jeff - A055
Prop is in the mail...
Dean Seitz wrote:
>
>Today at 02.00 pm I made the first flight on my Europa A284 -- N284A
>
>This aircraft is a hi-top Tri-gear XS with the NG mods on the fuse for the
>doors but with foam tail planes.
>
>The aircraft has a Rotax 914 with Airmaster prop and a Dynon EFIS with
>backup instruments, a King KX125 Nav/Com, and Narco AT165 mode C
>transponder. It came in at 868 lbs with interior still to go in.
>
>The flight only lasted one time around the pattern due to the oil temp gauge
>going to full scale (pegged over 300 deg.). Take off and landing were
>perfect with no problems. The oil temp problem was found to be a connection
>problem. Will try further flight attempts next weekend.
>
>Dean Seitz
>N284A
>
>
>
>
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Fuel pressure regulation |
Thanks, Bryan.
I hope to have the bugs worked out in a few weeks and my FAA inspection
out of the way shortly thereafter. Finally some light at the end of the
tunnel. Filled the tank, today, one gallon at a time and documented the
reserve, then fabricatd and calibrated the sight gauge. Prop ships Tuesday.
Jeff - A055
Prop is in the mail...
N55XS
Bryan Allsop wrote:
>
>Hi Jeff,
>
>The size of the hole in the return pipe restrictor determines the pressure.
>I found that the standard restrictor hole took my fuel pressure above the
>recommended level, and I had to open it up a tad.
>Before that I had a petrol smell on climb out with both pumps working. It is
>a long time ago now, but it does not seem to happen now.
>
>Cheers Bryan
>----- Original Message -----
>From: "N55XS" <topglock(at)cox.net>
>To:
>Subject: Europa-List: Fuel pressure regulation
>
>
>
>
>>
>>I'm getting ready to start my calibrations for the 912S and have a
>>question. What, if anything are folks using to regulate fuel pressure
>>for both the mechanical and electric pumps, and how are you setting it
>>up? Thanks in advance for any help...
>>
>>Jeff - A055
>>Prop is in the mail...
>>
>>
>>--
>>
>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| Subject: | RE: upper cowling , two access panels |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
thanks for the pics gerry, i like the second picture , i hadent thought of making
the panel 2 feet in diameter and attaching a turret on top !
steve 573# , now looking for a new inspector as mine has retired - its
alright for some !
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | RE: upper cowling , two access panels |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
"I used small countersunk stainless screws which I thought looked OK" yes, i was
thinking along those lines but wasnt sure if there was enough " material " to
alow a countersink , ill take another look .
steve # 573 ,still looking for an inspector ...
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | Re: RE: upper cowling , two access panels |
| From: | Gerry Holland <gnholland(at)onetel.com> |
Steve
>
> thanks for the pics gerry,
Always glad to help....or confuse!!
> i like the second picture , i hadent thought of
> making the panel 2 feet in diameter and attaching a turret on top !\
Can you send it back as I've checked what I've sent and both are of Top
Cowl?
Regards
Gerry
________________________________________________________________________________
| Subject: | First flight N284A |
Well done, Dean. Any chance of a pic for the Europa Flyer magazine, please?
Regards
Peter Grant
10 The Sidings, Horncastle, Lincs LN9 5UA, UK
Tel: 01507 523180 Fax: 01507 525888 Mobile: 07774 923160
+++++++++++++++++++++++++++++++++++++++++++
This email is intended for the sole use of the addressee. If you have
received this email in error, please contact the sender and
delete the message. I can accept no liability for misuse
of this email however caused. Outgoing emails are automatically scanned by
Norton Anti-Virus
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Dean Seitz
Subject: Europa-List: First flight N284A
Today at 02.00 pm I made the first flight on my Europa A284 -- N284A
This aircraft is a hi-top Tri-gear XS with the NG mods on the fuse for the
doors but with foam tail planes.
The aircraft has a Rotax 914 with Airmaster prop and a Dynon EFIS with
backup instruments, a King KX125 Nav/Com, and Narco AT165 mode C
transponder. It came in at 868 lbs with interior still to go in.
The flight only lasted one time around the pattern due to the oil temp gauge
going to full scale (pegged over 300 deg.). Take off and landing were
perfect with no problems. The oil temp problem was found to be a connection
problem. Will try further flight attempts next weekend.
Dean Seitz
N284A
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| Subject: | Re: First Flight G-OBJT |
| From: | Gerry Holland <gnholland(at)onetel.com> |
> Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers
> at Old Sarum on Friday 3rd June at 1805 BST.
Well Done!!
830 lbs. Seems OK to me for a Trigear.
Regards
Gerry
________________________________________________________________________________
| Subject: | RE: upper cowling , two access panels |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
hi gerry , the correct two pictures have now appeard ! , i like your idea but ive
already cut all the hinge slots :-(
steve # 573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | Re: RE: upper cowling , two access panels |
| From: | Gerry Holland <gnholland(at)onetel.com> |
> I like your idea but I've already cut all the hinge slots.
Then you can use the small stainless countersunk screws with nuts the other
side including a washer the same as Nigel Charles. It looks really neat.
Obviously enjoying yourself!!
Regards
Gerry
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Re: First flight N284A |
>Today at 02.00 pm I made the first flight on my Europa A284 -- N284A
Dean - congratulations! Just a couple of queries for the record - I
assume from what you say that you did the first flight yourself - is
that correct? And at which airfield did the happy event take place,
please?
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | First Flight G-OBJT |
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers at
Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made this,
his first Europa, the 193rd type to grace his logbooks (he is trying for 200
before he retires). David flew for 35 minutes and managed to achieve a very
complete schedule of handling tests before the approaching gloom curtailed operations.
Stalls were thoroughly checked, indicating a slight left wing drop
- possibly connected to slight asymmetric flap lowering which generated a slight
roll in that direction. VNE was attempted but abandoned at 157 Kts when rough
air was encountered. Otherwise there are few snags to clear and the Grand
Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy side
considering the 912S sits behind a Warp Drive prop, but this is probably down
to my painting efforts which entailed many extra coats to achieve a reasonable
finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors Graham
Singleton and Ted Terry who examined the beast, and David Scouller who has
started the test process so successfully.
Brian and Pat Tarmar
________________________________________________________________________________
| From: | <beecho(at)beecho.org> |
| Subject: | First Flight G-OBJT |
When is G-OBJT going to fly?
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Brian and Pat
Tarmar
Subject: Europa-List: First Flight G-OBJT
-->
Kit 055 Classic Trigear G-OBJT finally took to the air between heavy showers
at Old Sarum on Friday 3rd June at 1805 BST. Test pilot David Scouller made
this, his first Europa, the 193rd type to grace his logbooks (he is trying
for 200 before he retires). David flew for 35 minutes and managed to
achieve a very complete schedule of handling tests before the approaching
gloom curtailed operations. Stalls were thoroughly checked, indicating a
slight left wing drop - possibly connected to slight asymmetric flap
lowering which generated a slight roll in that direction. VNE was attempted
but abandoned at 157 Kts when rough air was encountered. Otherwise there
are few snags to clear and the Grand Rapids EFIS came in for special praise.
G-OBJT weighed in at 830 lbs empty, which I guess is a little on the heavy
side considering the 912S sits behind a Warp Drive prop, but this is
probably down to my painting efforts which entailed many extra coats to
achieve a reasonable finish.
My thanks to John Grant who commenced the build way back in '94, Inspectors
Graham Singleton and Ted Terry who examined the beast, and David Scouller
who has started the test process so successfully.
Brian and Pat Tarmar
--
--
________________________________________________________________________________
| From: | Gerry Holland <gnholland(at)onetel.com> |
0.10 SUBJ_ILLEGAL_CHARS Subject contains too many raw illegal characters
Here is the offending item!
http://cgi.ebay.co.uk/ws/eBayISAPI.dll?ViewItem&item=5587517466
Not sure what to think......but here it is.
Regards
Gerry
________________________________________________________________________________
| From: | R Holder <rholder(at)avnet.co.uk> |
| Subject: | Re: First Flight G-OBJT |
> Kit 055 Classic Trigear G-OBJT finally took to the air
> between heavy showers at Old Sarum on Friday 3rd June
> at 1805 BST. Test pilot David Scouller made this, his
> first Europa, the 193rd type to grace his logbooks (he
> is trying for 200 before he retires). David flew for
> 35 minutes and managed to achieve a very complete
> schedule of handling tests before the approaching gloom
> curtailed operations. Stalls were thoroughly checked,
> indicating a slight left wing drop - possibly connected
> to slight asymmetric flap lowering which generated a
> slight roll in that direction. VNE was attempted but
> abandoned at 157 Kts when rough air was encountered.
> Otherwise there are few snags to clear and the Grand
> Rapids EFIS came in for special praise.
>
> G-OBJT weighed in at 830 lbs empty, which I guess is a
> little on the heavy side considering the 912S sits
> behind a Warp Drive prop, but this is probably down to
> my painting efforts which entailed many extra coats to
> achieve a reasonable finish.
>
> My thanks to John Grant who commenced the build way
> back in '94, Inspectors Graham Singleton and Ted Terry
> who examined the beast, and David Scouller who has
> started the test process so successfully.
>
> Brian and Pat Tarmar
Congratulations, but is it really necessary to send this
identical email out more than 10 times ? Whatever it is
duplicating the mail please stop it !
I am surprised that the PFA allowed someone who had never
flown a Europa to do the test flying. I understood that
some experience on Europas was necessary.
Richard Holder
G-OWWW #51 High Cross
________________________________________________________________________________
| Subject: | Re: First Flight G-OBJT |
| From: | Gerry Holland <gnholland(at)onetel.com> |
> Congratulations, but is it really necessary to send this
> identical email out more than 10 times ? Whatever it is
> duplicating the mail please stop it !
The Sender has been told. Victim of Mail Server I'm afraid.
>
> I am surprised that the PFA allowed someone who had never
> flown a Europa to do the test flying. I understood that
> some experience on Europas was necessary.
This Test Pilot David Schouller headed up the Empire Test Pilots School and
was certainly at Boscombe Down in that type of role. His experience is wide
ranging from Very fast Jets to instructing on Perf A and below at this time.
No worries with this gentleman!
Regards
Gerry
________________________________________________________________________________
| From: | "Vaughn Teegarden" <N914VA(at)starband.net> |
| Subject: | First flights G-OBJT & N284A |
clamav-milter version 0.80j
on mercury
Good Morning Brian & Dean
Happy flying to both of you. Hearing of the first flights is a great encouragement
to press on with my own build. Just received panel pieces parts and am looking
forward to installing and wiring up. I'm also going with GRT EFIS. Brian,
would you have a picture of your panel?
Vaughn Teegarden
N914VA
________________________________________________________________________________
| Subject: | RE: How many clecos needed? |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
Hi George,
Dig through the archive search "Cockpit module" there's bunches of posts @: http://www.sarangan.org/europa_forum/2005-06/index.html
Or go to http://www.europaowners.org/gallery and search "Cockpit module"
lots of pictures. I did my module as a one man job, with sheet metal screws. BrianS
did his with weights and straps and very few screws.
The only clecos I have are the ones that came with the kit. I didn't find the need
for more.
Chat Later,
Steved
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | <beecho(at)beecho.org> |
| Subject: | RE: How many clecos needed? |
Hi George
I have about 30 to 40 1/8" clecos and a dozen 3/16". I found them very
useful in putting the top on, the rudder post in, fitting the rudder, trim
tabs, ailerons, plexi in the windows, the panel, etc. The beauty is that
one can fit, adjust, re-fit, then do the final and after the epoxy sets,
remove them. If I find a bunch of them on eBay or somewhere, I'll buy more.
Who knows, maybe they will help with erectile dysfunction or ?
Tom
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of SteveD
Subject: Europa-List: RE: How many clecos needed?
Hi George,
Dig through the archive search "Cockpit module" there's bunches of posts @:
http://www.sarangan.org/europa_forum/2005-06/index.html
Or go to http://www.europaowners.org/gallery and search "Cockpit module"
lots of pictures. I did my module as a one man job, with sheet metal screws.
BrianS did his with weights and straps and very few screws. The only clecos
I have are the ones that came with the kit. I didn't find the need for more.
Chat Later,
Steved
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
--
--
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Fuel taxes potentially to be scrapped |
Folks,
An interesting item in the news today. The UK Government are considering
abolishing road tax and fuel taxes, and replacing them with road charging by
the mile, implemented by GPS.
So, within 10 years, we could see mogas prices drop to around 20p a litre at
current prices. Just in time for G-EZZA=92s first flight, I reckon! :-)
With any luck they=92ll not cotton on to us fliers using it in the air =96
otherwise I can see them slapping us with an airspace charge :-(
Cheers,
Jeremy
PS I=92ve experimentally changed my code page on this posting =96 so let=92s see
if Matt=92s server changes all the punctuation marks to 9764476!
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
=93If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.=94
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
________________________________________________________________________________
| From: | "Dean Seitz" <daseitz(at)cfl.rr.com> |
| Subject: | First flight N284A |
Yes, I did the first one myself and it was at DUNN Airport in Titusville,
Florida. (X21)
Dean
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Rowland Carson
Subject: Re: Europa-List: First flight N284A
>Today at 02.00 pm I made the first flight on my Europa A284 -- N284A
Dean - congratulations! Just a couple of queries for the record - I
assume from what you say that you did the first flight yourself - is
that correct? And at which airfield did the happy event take place,
please?
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Belting for trailer |
Someone posted about wing support belting from McMaster-Carr. I had a
harddrive go south and lost the information. I found belting at their
site, but don't remember the type recommended. Anyone lend any help?
Thanks
Jeff - N55XS
Prop is in the mail...
________________________________________________________________________________
| From: | "Brian and Pat Tarmar" <freefolk(at)screaming.net> |
| Subject: | I Shall Say This Only Once (I Hope) |
My humble apologies to the Forum for repeating my first flight news so many times
yesterday.
My mail system failed to show messages leaving the Outbox. Hence my repeated attempts
to send. SORRY
Incidentally Richard, David Scouller was only approved by the PFA to test fly the
Trigear Europa - cant think why??
Vaughn, I will send photos of my panel as soon as this software problem is resolved.
Brian
________________________________________________________________________________
| From: | "Jim Butcher" <europa(at)triton.net> |
| Subject: | Re: Belting for trailer |
Hi Jeff,
That would be me. I used a 6" wide drive belt from McMaster. P/N is 5753
K434. It works fine. The 3 ply is probably OK too, this 4 ply is kinda
stiff.
Jim Butcher A185
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Belting for trailer |
Jim Butcher wrote:
>
>Hi Jeff,
>
>That would be me. I used a 6" wide drive belt from McMaster. P/N is 5753
>K434. It works fine. The 3 ply is probably OK too, this 4 ply is kinda
>stiff.
>
>Jim Butcher A185
>
>
>
Thanks, Jim...
Jeff - N55XS
Prop is in the mail...
--
________________________________________________________________________________
| From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
| Subject: | Knurled shoot bolt guides |
We bonded the aluminium shoot bolt guides into the door yesterday.
To taint things gettin stuck a bit better, I knurled the OD of the guides so the
redux
had a better chance of taking. Also made a vertical slot, bout 3/16" wide and a
half
inch long, perhaps 1/4" in from the edge of the door on the inside skin so could
make
a fillet on the inner side.
Let me know if anyone wants their guides knurled.
Ron Parigoris
N4211W
A-265
________________________________________________________________________________
| From: | "Erich Trombley" <erichdtrombley(at)juno.com> |
| Subject: | Removable access panels |
A very easy way to make all hinged access panels removable it to simply have a
removable hinge pin (wire). The pin can secured a number of ways, drilling a
small hole in the end of the pin for safety wire, or perhaps bonding the end of
the hinge pin. Remember it isn't likely that you will be removing the hinge
pin all that often.
Regards,
Erich Trombley
N28ET, Classic Monowheel 914
Get Juno Platinum for as low as $4.97/month!
Visit http://www.juno.com/half to sign up today!
________________________________________________________________________________
| From: | Richard Sementilli <rsementi(at)gmail.com> |
| Subject: | Europas flying in the USA |
"memsec(at)europaclub.org.uk"
Does anyone know how many Europas are fyling in the USA today?
Thanks,
Richard Sementilli
________________________________________________________________________________
| Subject: | Re: Europas flying in the USA "memsec(at)europaclub.org.uk" |
| From: | Matthew Carpenter <europaxs(at)gmail.com> |
Put 1 here in Amarillo Texas on your list.
Matt Carpenter
A138
Richard Sementilli wrote:
>
>Does anyone know how many Europas are fyling in the USA today?
>
>Thanks,
>Richard Sementilli
>
>
>
>
________________________________________________________________________________
| From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: Europas flying in the USA "memsec(at)europaclub.org.uk" |
There are two here in the Seattle aria and one being repaired, soon making
it three.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
PS I am going OFF-LINE now. Heading to England to attend Jermy and Liza's
wedding. Betty and I will see some of you at Jeremy's place on the 22th (I
think). See you then !
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
in the USA "memsec(at)europaclub.org.uk"
Guys,
Just a quick note about the Europa community gathering at my place with
Cliff and Betty:
Location: Steeple Aston (between Upper Heyford and Enstone for fliers,
Oxford and Banbury for drivers)
Date: Late afternoon onwards of Wednesday 22nd June
Format: Open house, food and drink provided (floorspace available for anyone
wanting to sleep over!)
If you'd like to join us and meet Cliff and Betty, please just let me know
by email. I can let you have directions, etc. then.
Hoping as many of our UK folks as possible can make it and give Cliff and
Betty a first-class Europa welcome! :-)
Kind regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Cliff Shaw
Subject: Re: Europa-List: Europas flying in the USA
"memsec(at)europaclub.org.uk"
There are two here in the Seattle aria and one being repaired, soon making
it three.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
PS I am going OFF-LINE now. Heading to England to attend Jermy and Liza's
wedding. Betty and I will see some of you at Jeremy's place on the 22th (I
think). See you then !
________________________________________________________________________________
| From: | "Rick Audy" <rickaudy(at)msn.com> |
| Subject: | Re: Europas flying in the USA "memsec(at)europaclub.org.uk" |
According to the FAA there are 106 registered (flying, under construction
and what not, who knows). http://162.58.35.241/acdatabase/acmain.htm will
allow you to search the FAA database.
Hope this helps, Rick
________________________________________________________________________________
| From: | "Rick Audy" <rickaudy(at)msn.com> |
| Subject: | Re: Europas flying in the USA "memsec(at)europaclub.org.uk" |
The FAA does, and they are willing to share the info at:
http://162.58.35.241/acdatabase/acmain.htm .
The answer appears to be 106 but that may include some that are not flying
(yet or any more for that matter).
Hope this helps, Rick
----- Original Message -----
From: "Richard Sementilli" <rsementi(at)gmail.com>
Subject: Europa-List: Europas flying in the USA "memsec(at)europaclub.org.uk"
>
> Does anyone know how many Europas are fyling in the USA today?
>
> Thanks,
> Richard Sementilli
>
>
>
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
in the USA "memsec(at)europaclub.org.uk"
OK, now can someone tell me what I did right? No conversions of punctuation
marks into irritating =9887655778 sequences! But how?
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jeremy Davey
Subject: Now: Cliff and Betty Shaw in England - Was FW: Europa-List: Europas
flying in the USA "memsec(at)europaclub.org.uk"
Guys,
Just a quick note about the Europa community gathering at my place with
Cliff and Betty:
Location: Steeple Aston (between Upper Heyford and Enstone for fliers,
Oxford and Banbury for drivers)
Date: Late afternoon onwards of Wednesday 22nd June
Format: Open house, food and drink provided (floorspace available for anyone
wanting to sleep over!)
If you'd like to join us and meet Cliff and Betty, please just let me know
by email. I can let you have directions, etc. then.
Hoping as many of our UK folks as possible can make it and give Cliff and
Betty a first-class Europa welcome! :-)
Kind regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Cliff Shaw
Subject: Re: Europa-List: Europas flying in the USA
"memsec(at)europaclub.org.uk"
There are two here in the Seattle aria and one being repaired, soon making
it three.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
PS I am going OFF-LINE now. Heading to England to attend Jermy and Liza's
wedding. Betty and I will see some of you at Jeremy's place on the 22th (I
think). See you then !
________________________________________________________________________________
| From: | <memsec(at)europaclub.org.uk> |
| Subject: | Re: Europas flying in the USA |
"memsec(at)europaclub.org.uk"
>Does anyone know how many Europas are fyling in the USA today?
Richard - you can get some information about this from the Europa
Club website where I maintain the lists of Europas worldwide that
have flown or been registered. Here's a brief extract.
US-based aircraft believed to be currently flying (total 52):
N1004T
N100MF
N111EU
N121XS
N135TD
N137AB
N138WJ
N152MT
N15JN
N165BB
N166BB
N176DH
N202Y
N203EC
N218RS
N224XS
N229WC
N24070
N246CR
N262WF
N27EU
N284A
N28ET
N378PJ
N398JB
N4041F
N417J
N4220S
N447CB
N59GS
N6066K
N6125A
N63EU
N645XS
N6LB
N713PT
N741JH
N7552Z
N77EU
N7854M
N817DA
N82716
N841E
N8XS
N912EA
N914BL
N914EA
N914KM
N914PB
N914XS
N96EG
N9XS
US-based aircraft registered, but believed not at present flying,
with status (total 67):
N100RH Being built
N108EA Being built
N11112 Being built
N11KD Being built
N120EU Being built
N123EU Being built
N128HW Being built
N128LJ Being built
N137EA Being built
N141EW Being built
N146PK Being built
N149RS Being built
N194RM Being built
N199E Being built
N1BJ Being built
N200ME Being built
N200XS Being built
N20XS Being built
N210XS Being built
N211KA Being built
N214KS Being built
N216JE Written off
N216PR Being built
N238MG Being built
N245E Being built
N255ES Being built
N262AE Being built
N291AE Being built
N295LC Being built
N396ST Being built
N3EU Being built
N40SH Being built
N4211W Being built
N44EU Being re-built
N4880W Being built
N49FL Being built
N4EU Being built
N512SA Being re-built
N526BE Being built
N55XS Being built
N6173K Written off
N625AZ Being built
N666PA Being built
N69XS Being built
N6JG Being built
N712EA Being built
N714S Being built
N800DX Being built
N8027U Written off
N8028N Being built
N808MJ Being built
N814AT Being built
N819A Being re-built
N826GG Being built
N82GT Being built
N8690E Being built
N90EU Being built
N911XS Being built
N912EE Written off
N914AB Being built
N914RB Being built
N914VA Being built
N914XL Being built
N918DJ Being built
N952JL Being built
N96V Being built
N9DT Being built
Hope this helps.
[I must learn to stop doing this after I retire as Membership
Secretary and concentrate on my own build!]
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| Subject: | lower port water pump hose to exhuast clearance |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
hi, can any builders tell me what an acceptable clearance is between the lower
port water pump hose and the top of the exhuast silencer assy. would be - i have
about 3/16" ( 4mm) , or should i sleeve the pipe with fire resistant material
?
thanks, steve vestuti #573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: lower port water pump hose to exhuast clearance |
I had the same situation a few weeks ago, when mounting my 912S. I
ended up using the 80 degree elbow and aligning it horozonal. This gave
me the best clearence. I then sleaved the hose with heat resistant
material from Summitt Racing. Nice installation and I have confidence
that the hose is protected...
Jeff - N55XS
Prop is in the mail...
steve v. wrote:
>
>hi, can any builders tell me what an acceptable clearance is between the lower
port water pump hose and the top of the exhuast silencer assy. would be - i have
about 3/16" ( 4mm) , or should i sleeve the pipe with fire resistant material
?
>
> thanks, steve vestuti #573
>----------------
>Visit EuropaOwnersForum http://www.europaowners.org/
>
>
>
>
________________________________________________________________________________
| From: | "Rick Sementi" <rsementi(at)hotmail.com> |
| Subject: | Re: Europas flying in the USA "memsec(at)europaclub.org.uk" |
thank you so much!!!
>From: <memsec(at)europaclub.org.uk>
>Reply-To: europa-list(at)matronics.com
>To: europa-list(at)matronics.com
>Subject: Re: Europa-List: Europas flying in the USA
>"memsec(at)europaclub.org.uk"
>Date: Tue, 7 Jun 2005 20:29:07 +0100
>
>"memsec(at)europaclub.org.uk"
>
>
> >Does anyone know how many Europas are fyling in the USA today?
>
>Richard - you can get some information about this from the Europa
>Club website where I maintain the lists of Europas worldwide that
>have flown or been registered. Here's a brief extract.
>
>US-based aircraft believed to be currently flying (total 52):
>
>N1004T
>N100MF
>N111EU
>N121XS
>N135TD
>N137AB
>N138WJ
>N152MT
>N15JN
>N165BB
>N166BB
>N176DH
>N202Y
>N203EC
>N218RS
>N224XS
>N229WC
>N24070
>N246CR
>N262WF
>N27EU
>N284A
>N28ET
>N378PJ
>N398JB
>N4041F
>N417J
>N4220S
>N447CB
>N59GS
>N6066K
>N6125A
>N63EU
>N645XS
>N6LB
>N713PT
>N741JH
>N7552Z
>N77EU
>N7854M
>N817DA
>N82716
>N841E
>N8XS
>N912EA
>N914BL
>N914EA
>N914KM
>N914PB
>N914XS
>N96EG
>N9XS
>
>US-based aircraft registered, but believed not at present flying,
>with status (total 67):
>
>N100RH Being built
>N108EA Being built
>N11112 Being built
>N11KD Being built
>N120EU Being built
>N123EU Being built
>N128HW Being built
>N128LJ Being built
>N137EA Being built
>N141EW Being built
>N146PK Being built
>N149RS Being built
>N194RM Being built
>N199E Being built
>N1BJ Being built
>N200ME Being built
>N200XS Being built
>N20XS Being built
>N210XS Being built
>N211KA Being built
>N214KS Being built
>N216JE Written off
>N216PR Being built
>N238MG Being built
>N245E Being built
>N255ES Being built
>N262AE Being built
>N291AE Being built
>N295LC Being built
>N396ST Being built
>N3EU Being built
>N40SH Being built
>N4211W Being built
>N44EU Being re-built
>N4880W Being built
>N49FL Being built
>N4EU Being built
>N512SA Being re-built
>N526BE Being built
>N55XS Being built
>N6173K Written off
>N625AZ Being built
>N666PA Being built
>N69XS Being built
>N6JG Being built
>N712EA Being built
>N714S Being built
>N800DX Being built
>N8027U Written off
>N8028N Being built
>N808MJ Being built
>N814AT Being built
>N819A Being re-built
>N826GG Being built
>N82GT Being built
>N8690E Being built
>N90EU Being built
>N911XS Being built
>N912EE Written off
>N914AB Being built
>N914RB Being built
>N914VA Being built
>N914XL Being built
>N918DJ Being built
>N952JL Being built
>N96V Being built
>N9DT Being built
>
>Hope this helps.
>
>[I must learn to stop doing this after I retire as Membership
>Secretary and concentrate on my own build!]
>
>regards
>
>Rowland
>--
>| Rowland Carson Europa Club Membership Secretary - email for info!
>| Europa 435 G-ROWI (750 hours building) PFA #16532
>| e-mail website
>
>
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
| Subject: | lower port water pump hose to exhuast clearance |
This clearance can vary depending on how far aft the cooling duct
assembly is mounted to start with. I noticed this before I fixed the
duct in position so positioned it a little further aft. I have produced
a 'Firewall Forward Tips' article for the next Europa Flyer. I will get
this included
Nigel Charles
>>-----Original Message-----
>>From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-
>>server(at)matronics.com] On Behalf Of steve v.
>>Sent: Tuesday, June 07, 2005 22:57
>>Subject: Europa-List: lower port water pump hose to exhuast clearance
>>
>>
>>hi, can any builders tell me what an acceptable clearance is between
the
>>lower port water pump hose and the top of the exhuast silencer assy.
would
>>be - i have about 3/16" ( 4mm) , or should i sleeve the pipe with fire
>>resistant material ?
>>
>> thanks, steve vestuti #573
>>----------------
>>Visit EuropaOwnersForum http://www.europaowners.org/
>>
>>
>>
>>
________________________________________________________________________________
| From: | <clevelee(at)earthlink.net> |
| Subject: | Visiting the UK and have Sat June 18 Available |
I will be visiting the UK on business the week prior to Sat June 18.
Deciding to stay over the Sat night to keep the airfare costs down, is
anybody interested in giving me a ride and talking Europa that day? - Will
be in the vicinity of London.
Thanks!
Cleve Lee
A198 Europa XS Monowheel
Detroit, MI
Fuselage closed sans windscreen, Wings closed, sanding, sanding sanding.
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
| Subject: | Re: Nosewheel bungee |
Willie, The bungee cords go "soft" after about 18 months. Replacement is
next to impossible. I threw away my bungee cord and simply (steel) cabled
the nosegear to the engine frame. My thoughts were that there is adequate
suspension and shock absorption from the nose tire itself, and there is
flexibility built into the nosegear assembly too. In my opinion if my
landings are so poor as to require more shock absorption than available from
the tire and nosegear, then I need to take up another hobby. If I was
building all over again, I'd weld the nosegear suspension shut.
Garry Stout
N4220S 450 hrs Trigear 914
----- Original Message -----
> Has anyone got some top tips for how to fit a nosewheel bungee with the
> firewall and engine in place?
>
> Cheers
>
> Willie Harrison (G-BZNY/Build 401)
________________________________________________________________________________
| From: | TELEDYNMCS(at)aol.com |
| Subject: | Make that 68........ |
In a message dated 6/8/2005 3:00:33 AM Eastern Daylight Time,
europa-list-digest(at)matronics.com writes:
> US-based aircraft registered, but believed not at present flying,
> with status (total 67):
>
> Make that 68. A-245, soon to be known as N245EA, is not yet flying, but I
> have this number reserved and will make formal application for registration
> shortly.
>
> Regards,
>
> John Lawton
> Dunlap, TN
> A-245 (Sanding: The fastest growing spectator sport in Tennessee!)
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
When hooking up the vacuum gauges to balance the carbs, do I disconnect
the cross tube on my 912S and hook the gauges there? Thanks
--
Jeff - N55XS
Prop is in LA...
________________________________________________________________________________
| From: | "Tim Ward" <ward.t(at)xtra.co.nz> |
| Subject: | Re: Balancing carbs |
Jeff
Yes, just one side.
Cheers,
tim
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8005
New Zealand.
Ph +64 3 3515166
Mobile 021 0640221
ward.t(at)xtra.co.nz
----- Original Message -----
From: "N55XS" <topglock(at)cox.net>
Subject: Europa-List: Balancing carbs
>
> When hooking up the vacuum gauges to balance the carbs, do I disconnect
> the cross tube on my 912S and hook the gauges there? Thanks
>
> --
> Jeff - N55XS
> Prop is in LA...
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | APethers(at)aol.com |
HTML_TAG_EXIST_TBODY(at)roxy.matronics.com, BODY:,
HTML(at)roxy.matronics.com, has(at)roxy.matronics.com,
"tbody"(at)roxy.matronics.com, tag(at)roxy.matronics.com
Although this does not meet the normal criteria for a DOTH, North Coates
Flying Club is having a weekend fly in this weekend 11/12 June. Landings are
free but they normally ask for a donation as it is a totally non profit making
members club. I would suggest that Saturday would be the best day as the
weather looks good for then. North Coates is also the base for Europa G-OGAN so
would be good to see some more visitors.
More details on _http://www.northcoatesflyingclub.co.uk/_
(http://www.northcoatesflyingclub.co.uk/)
NORTH COATES N5330.25 E00004.00
6 nm SE Grimsby
Hopefully see you there
Regards
Alan
Part owner and builder of G-OGAN
________________________________________________________________________________
| From: | "willie harrison" <willie.harrison(at)tinyonline.co.uk> |
| Subject: | Re: Nosewheel bungee |
Thanks, Gary. We get regulated quite tightly by our beloved (!) PFA in
the UK and they can invalidate our Permit to Fly if we do a modification
without their approval, although I do take your point. A heavy nosewheel
landing is something you'd only really expect from a trainee pilot and
no-one would train on a Europa.
Several people have suggested cunning schemes to fit bungees and the one
which appeals to me is to fit 7 individual bands, each looped, tensioned
and hooked separately. Although this is also a mod, it has been deemed a
"non-modification-modification". Better than getting a hernia by hauling
in 6 metres of extra strength knicker elastic...
Best wishes
Willie
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Garry
Subject: Europa-List: Re: Nosewheel bungee
Willie, The bungee cords go "soft" after about 18 months. Replacement
is
next to impossible. I threw away my bungee cord and simply (steel)
cabled
the nosegear to the engine frame. My thoughts were that there is
adequate
suspension and shock absorption from the nose tire itself, and there is
flexibility built into the nosegear assembly too. In my opinion if my
landings are so poor as to require more shock absorption than available
from
the tire and nosegear, then I need to take up another hobby. If I was
building all over again, I'd weld the nosegear suspension shut.
Garry Stout
N4220S 450 hrs Trigear 914
----- Original Message -----
> Has anyone got some top tips for how to fit a nosewheel bungee with
the
> firewall and engine in place?
>
> Cheers
>
> Willie Harrison (G-BZNY/Build 401)
________________________________________________________________________________
| From: | "Kevin Pilcher" <kpeng(at)waverider.co.uk> |
| Subject: | Fw: Tri-gear bungee |
----- Original Message -----
From: Kevin Pilcher
Subject: Re: Tri-gear bungee
Hi William,
1 The lenght of the bungee should be 26 ins & 28 ins. I thought
I put a note to say that at the start of my E back to you, if not sorry mate.
there was a typo error in the original
2 engineering supplies will get them for you.
3 Yes the 1.5 dia tube
Regards
Kevin
----- Original Message -----
From: William Harrison
To: 'K.Pilcher'
Sent: Thursday, June 09, 2005 10:48 AM
Subject: RE: Tri-gear bungee
Kevin
That is really brilliant, thank you. A couple of quick questions:
Where can I get suitable rope clamps from?
Am I right in understanding that the top tube you are using is the approx 2 inch
diameter tube shown in the manual, not the smaller tube right up next to the
top of the firewall?
From a quick back of the envelope calculation your 16 and 18 inch lengths get
stretched by much more than the book figure of 175%. Am I right? How close do
the loops get to their elastic limit?
It sounds as though the force need to pull the loop down and hook it over the
bar is a reasonable one man/no hernia operation. Is that right?
Anyway, thanks once again for your help.
Best wishes
Willie
-----Original Message-----
From: K.Pilcher [mailto:kpeng(at)waverider.co.uk]
Sent: 08 January 2004 21:00
To: europa-list(at)matronics.com
Subject: Tri-gear bungee
Hi All,
Having run this past the Europa club tri gear mod rep Ian Rickard,
it is his opinion that this is what's called an "Un mod" so does not need PFA
mod approval. The bungee fitting and re-tightening on the tri-gear (I have a
tri classic G-okev ) could possibly be described as a "hernia inducing procedure"
So in an effort to make the job simpler without having to remove cowls, exhaust,
heat shield, and do away with bungee knots this is what I have done. Cut
4 off lengths of bungee (Europa supplied) 16 inches long and 1off 18 inches.
Form each of them into a ring with 2 inches of overlap then fit an 8mm diameter
wire rope clamp leaving 1 inch sticking out either side of the U- bolt and
be sure to tighten enough to stop slippage. Cut the excess thread off with a
hacksaw then gently dome the ends to ensure the nuts never comes off and remove
any burrs. To determine the lengths of bungee required I used a test jig made
up of my original nose gear, a nose gear mounting frame and a fabricated base
plate and sides to hold them all together in position. I then inverted it and
loaded 350lb on top where the shimmy damper sits
Now to the fitting.
At this point you need
a 1/2 inch internal diameter hook on one end and a tee handle on the other end
of a 1/4 inch dia bar about 10 inches long. I used 1/4 dia threaded bar then
after creating the hook filed it smooth. To gain more access and remove any load
from the nose gear frame secure the tail of the Europa to the ground and support
the front of the plane making it impossible to fall on you.
On page 32-11 of the manual
regarding safety cable and bungee there is a diagram so I will use it to
explain
On the port side of the Europa hook 1 of the 16 inch bungee bands over
one side of the rear end of the nose gear inside the little end stop plate. With
the rope clamp about 1.1/2 inches above the end stop plate to stop it getting
in the way, feed both sides of the band up and over the large diameter tube
at the back of the nose gear mounting frame creating a loop on top between the
smaller diameter tubes welded to it. Feed your brand new hook tool through the
loop then pull it down and over the rear end of nose gear inside the little
end stop plate placing it next to the first loop. Do the same on the starboard
then repeat the process. Finally fit the 18 inch bungee band in a similar way
but starting it on the port side and end it on the starboard.
No more nodding like an apologetic Chinaman.
Regards
Kevin.
________________________________________________________________________________
| From: | Rob Huntington <robertodue2002(at)yahoo.com> |
| Subject: | Re: Balancing carbs |
Yes Jeff,
That's exactly where you hook them. Good luck.
Rob Huntington
Phoenix Composites
--- N55XS wrote:
>
>
> When hooking up the vacuum gauges to balance the
> carbs, do I disconnect
> the cross tube on my 912S and hook the gauges there?
> Thanks
>
> --
> Jeff - N55XS
> Prop is in LA...
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | RE: lower port water pump hose to exhuast clearance |
| From: | "steve v." <s.vestuti(at)virgin.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
thanks for the replies, i expect i will sleeve it with foil or some other heat
reflecting material , i havent installed the ducts for the rads. as yet ,
steve vestuti # 573
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Balancing carbs |
Rob Huntington wrote:
>
>Yes Jeff,
>That's exactly where you hook them. Good luck.
>
>Rob Huntington
>Phoenix Composites
>
>--- N55XS wrote:
>
>
>
>>
>>
>>When hooking up the vacuum gauges to balance the
>>carbs, do I disconnect
>>the cross tube on my 912S and hook the gauges there?
>> Thanks
>>
>>--
>>Jeff - N55XS
>>Prop is in LA...
>>
>>
>>
Thank you, Rob and Tim. I hope to be at that stage, this weekend. The
Airmaster just came this morning and I am busy installing. Gonna be a
great feeling to finally have a whole airplane...
Jeff - N55XS
Getting really close now...
--
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Transponder Antenna. |
Mike,
A transponder antenna is impedance matched to the transponder and does
require a matching device. The most important thing is to use high quality
low loss cable and keep it short as possible.
Paul
N378PJ - 230 hours and still grinning
________________________________________________________________________________
| From: | R Holder <rholder(at)avnet.co.uk> |
| Subject: | Re: Nosewheel bungee |
willie harrison wrote:
> Thanks, Gary. We get regulated quite tightly by our
> beloved (!) PFA in the UK and they can invalidate our
> Permit to Fly if we do a modification without their
> approval, although I do take your point. A heavy
> nosewheel landing is something you'd only really expect
> from a trainee pilot and no-one would train on a
> Europa.
>
> Several people have suggested cunning schemes to fit
> bungees and the one which appeals to me is to fit 7
> individual bands, each looped, tensioned and hooked
> separately. Although this is also a mod, it has been
> deemed a "non-modification-modification". Better than
> getting a hernia by hauling in 6 metres of extra
> strength knicker elastic...
My standard knicker (underpant to our US friends) elastic
has stood up OK for 2 1/2 years in my tri-gear.
But if it is really OK to go the Kevin "separate loops"
root without the involvement of the PFA then I would
certainly if (when) I need to go that way. As I read it it
was 5 (Five) separate loops not 7.
In addition to to almost certain (no - certain)
improvement in the ease of fitting there is another
advantage. If a loop softens or is damaged somehow, there
are still 4 working OK. Much better than the
all-or-nothing original design.
Richard Holder
G-OWWW #51 - High Cross
________________________________________________________________________________
| Subject: | Re: Europa-List Digest: 9 Msgs - 06/09/05 plus previous days |
too
| From: | irampil(at)notes.cc.sunysb.edu |
06/10/2005 01:29:13 PM,
Serialize complete at 06/10/2005 01:29:13 PM
OK, so I am being a boorish American.
In 2005, I don't think it's too much to ask that
people learn to use their E-mail software.
Yesterday Tim Weert appended an entire day's worth of messages
plus followups for no apparent reason.
Please be considerate of the hundreds of people on this list
by only including what is relevant.
Ira N224XS
________________________________________________________________________________
| From: | "willie harrison" <willie.harrison(at)tinyonline.co.uk> |
| Subject: | Re: Europa-List Digest: 9 Msgs - 06/09/05 plus previous |
days too
Hey, just find a small country to invade and you'll soon feel better...
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
irampil(at)notes.cc.sunysb.edu
Subject: Europa-List: Re: Europa-List Digest: 9 Msgs - 06/09/05 plus
previous days too
OK, so I am being a boorish American.
In 2005, I don't think it's too much to ask that
people learn to use their E-mail software.
Yesterday Tim Weert appended an entire day's worth of messages
plus followups for no apparent reason.
Please be considerate of the hundreds of people on this list
by only including what is relevant.
Ira N224XS
________________________________________________________________________________
| Subject: | Re: Question for all re construction sequence |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
Ok George, here's the answer to two questions.
A) Yes, you can do things out of order. I rigged and set the wings with the top
not bonded on. Metal firewall completed months ago. Panel any time, I but I won't
hang the motor until the top is on. I'm afraid the canoe will bow.
and
2) I don't think anyone on the list answered you because they can't hear you, IE: Your on the EuropaOwners site but your not on the Matronics list server. I know it's a complicated concept, but what you read under Europa-list on EuropaOwners web site is a interactive copy of a entirely different site / way of communicating. You must subscribe to the europa-list on Matronics for everyone to read your messages. Go to http://www.matronics.com/subscription/ enter your email address in the box, (the same one you use on EuropaOwners) scroll down to europa-list and click subscribe.
D) Sent me an email off list and I can do it for you....
9) I've included your message body in my response, the list will see / receive
the email ( because my email address is list on Matronics ) and people who have
not been in the sun for 10 hours ( and pub for 3 ) should reply...
and finally on another topic, Go Ira! you tell em.
From: G&TPowell
Hi everyone:
This is a follow up to my earlier post. No one responded, possibly because I did
not phrase the subject as a question. Here it is:
I have a question about the sequence of construction.
I was one of the ones who got left high and dry by EMIL. I have the fuselage top
and bottom, accelerated cockpit module, and wings. I do not have my doors, glass,
accelerated tail kit (rudder, stabilators, and associated hardware) or my
flaps and ailerons (and associated hardware). New Europa has quoted me a price
to replace my missing parts, but it may be some time before I can come up with
the money to obtain the remainder of my kit.
What I would like to know is, is it a bad idea to start some of the work out of
sequence? Looking at the manual, it appears that I might be able to start around
Chapter 10T and go through Chapter 17, bonding in the cockpit module. Any
major problems with starting out this way?
I'd appreciate any comments or suggestions. Thanks to all for the useful advice
provided on these forums.
George Powell
N301GT
XS Tri-Gear
Kit A275
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Jim Puglise" <jimpuglise(at)comcast.net> |
| Subject: | Transponder Antenna. |
Paul-
Did you mean to say is does (or does not) need matching? I will be
installing mine soon, so I need to get it straight in my own mind. I
thought the antennas were ground planes, which should be close to 52
ohms. I had thought the only issue was to use high quality cable
because the frequency is so high.
Jim Puglise
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul
McAllister
Subject: Re: Europa-List: Transponder Antenna.
Mike,
A transponder antenna is impedance matched to the transponder and does
require a matching device. The most important thing is to use high
quality
low loss cable and keep it short as possible.
Paul
N378PJ - 230 hours and still grinning
________________________________________________________________________________
| Subject: | RE: Europa-List Digest: 9 Msgs - 06/09/05 plus previous days |
too
| From: | "SteveD" <Post2Forum(at)comcast.net> |
Here's an excerpt worth posting again, hopefully some will read it this time. Look
the guys at Matronics put a lot of work, and money into this list. Please
respect their requests. Bits and baud is time and money.
Jos gives us the EuropaOwners site for free and it's huge! Try and rent a 50 to
100 gig site. Think before you click reply and send a digest or 18 Re:re:re:s.
Yes, it does cost someone something, and people footing the bill are your friends.
Steved.
WebMaster www.EuropaOwners.org
From: Matronics Email List Administrator
******************************************************************************
Europa-List Usage Guidelines
******************************************************************************
Europa-List Policy Statement
The purpose of the Europa-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Transponder Antenna. |
Sorry, that was a typo.... I meant to say does not... that will teach me to
do email before my morning coffee....
> Paul-
>
> Did you mean to say is does (or does not) need matching? I will be
>
>
> Mike,
>
> A transponder antenna is impedance matched to the transponder and does
> require a matching device. The most important thing is to use high
> quality
> low loss cable and keep it short as possible.
>
> Paul
>
> N378PJ - 230 hours and still grinning
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Fuel Injected Rotaxs |
Good evening All,
_www.rotaxking.com_ (http://www.rotaxking.com)
This item came up awhile back but I just now got a chance to check out the
website. Is this what people have been asking for? Anyone have any input as to
their way of installing their fuel injectors on a Rotax? The numbers sound
good. Also from what I read, they have Rotax engines, possibly from the US
Military, that are overhauled and have their fuel injector mod installed. And
check out the prices for their engines....$10K for a 912 and $14K for a 914.
I wish I was at a point in my build to have an aircraft they might think
about installing one of their engines in in order to get some real world
figures. I'd split the cost, or course. But I do live at the other end of
California, about an 8 hour drive. However I wouldn't mind living in the RV for
a
couple of weeks in Bakersfield testing these engines with them.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Fuel Injected Rotaxs |
Hi all,
After multiple tries I finally got the answers from the guy who is offering
the fuel injection system.
- The fuel injection full kit is $2200.00
- It does not have knock sensors but they are available as an option
- The redundancy is two separate computers, 4 separate injectors, and 2
separate map sensors.
- New lower profile injects are under development. (I suspect the current
ones will not fit under the Europa cowling)
He did not answer my question on how many units are in service despite me
asking twice.
Paul
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | 9 Msgs - 06/09/05 plus previous,days too |
From: "willie harrison" <willie.harrison(at)tinyonline.co.uk>
Subject: RE: Europa-List: Re: Europa-List Digest:
Hey, just find a small country to invade and you'll soon feel better...
-
OK, so I am being a boorish American.
In 2005, I don't think it's too much to ask that
people learn to use their E-mail software.
Please be considerate of the hundreds of people on this list
by only including what is relevant.
Ira N224XS
Willie
if you don't mind, I agree with Ira.It's not only a bore to have to scroll through
a big pile, it messes up Matt's system too
Graham
________________________________________________________________________________
| From: | <clevelee(at)earthlink.net> |
| Subject: | Visit to the U.K. |
Hello Gents,
Any suggestions for a good airport to visit on Sat June 18 where I can get a
dose of Europa(s)? Say, within 90 minutes of the London area?
Thanks
Cleve Lee
A198 Europa XS Monowheel
Detroit, MI
________________________________________________________________________________
| From: | "Tim Ward" <ward.t(at)xtra.co.nz> |
| Subject: | Batteries-Cold Starts |
0.00 HTML_NONELEMENT_00_10 BODY: 0% to 10% of HTML elements are non-standard
Hi Europaeans,
Thinking of installing a Concorde RG battery for my Rotax 912S due to the cold
weather starts, downunder. Can anybody recommend what species of RG batteries
has worked well for them?
Can not install the more powerful starter due to being a Monowheel classic.
Cheers,
Tim
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8005
New Zealand.
Ph +64 3 3515166
Mobile 021 0640221
ward.t(at)xtra.co.nz
________________________________________________________________________________
| Subject: | Re: Visit to the U.K. |
Cleve Hi!
> Any suggestions for a good airport to visit on Sat June 18 where I can get a
> dose of Europa(s)? Say, within 90 minutes of the London area?
I can offer an Itinerary to put on your list:
Take Train from Paddington Station, London to Chippenham. It's about 1 hour
15 mins. Trains every 1/2 hour. Some luck is involved with the timing as
this is the UK railway system! It's normally OK.
From there I could pick you up and drive to Kemble Airfield (ex-RAF) where
there is normally a real nestful of Europa's based or being worked on. It's
also the venue for our PFA Rally two weeks later. That takes about 20 mins.
After a suitable lunch and with an invitation from Paddy Clarke we could
visit his very nice Europa Monowheel based about 30 minutes away at Wadswick
Airstrip, Near Bath. Who knows he may need to get airborne that day too!
Other options could be added top that as time allows.
Kindest Regards
Gerry
________________________________________________________________________________
| From: | "Bill Henderson" <europabill(at)bellsouth.net> |
| Subject: | Re: Fuel Injected Rotaxs |
Look at the engines closely that they are selling. I think as you said they
are military (out of the Predator). The ones they are selling on Ebay
wouldn't do us much good. The turbo is on the top of the engine. From the
looks of it you'd have to spend quite a lot to get the exaust, turbo, etc.
in the right configuration.
It is interesting though....
Maybe they'll fit a "normal" engine in the future that we can use with the
Europa.
Bill
A010 (Atlanta)
10 years now and still plugging.
Just got a used Classic engine mount from Nigel and I've convinced the
better half to let me start saving up for the engine. Some day.......
________________________________________________________________________________
| Subject: | Visit to the U.K. |
How about a DOTH to Kemble on that Saturday Gerry ?
Alan
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: Batteries-Cold Starts |
Hi Tim,
I have been hearing positive comments about the Odyssey PC680 battery. I
got one from: _www.batterymart.com_ for my yet to fly 914 mono xs.
We have a subaru legacy wagon that needed a new battery, so I installed
the PC680. It is performing well in the subaru. I plan to put a fresh
battery in the Europa every two years because it is electricaly
dependant. I 'll put the used one in the subaru and maybe my toyota truck.
Kevin Klinefelter
N211KA
color sanding my amature paint job
entire electrical system yet to go
Tim Ward wrote:
>
>Hi Europaeans,
>Thinking of installing a Concorde RG battery for my Rotax 912S due to the cold
weather starts, downunder. Can anybody recommend what species of RG batteries
has worked well for them?
>
>
>
>
________________________________________________________________________________
| From: | "Robert Berube" <bberube(at)tampabay.rr.com> |
Europa Group,
Some of you may recall about a year ago I listed my Europa Conventional
Taildragger for sale and did sell it but it was not delivered and remained
in my hangar flown periodically. This week the owner came to fly it home
but the weather was not cooperating. As we pondered the situation, he
became more and more enamored by the RV series aircraft that we have at our
shop along with the multitude of Europa's. To make a long story short, he
has elected to have us assist him in building an RV-10 and listing the
Europa for sale. Anyone interested, can contact me off list for details and
photos.
Photos will be on the Flight Crafters web site soon.
Bob Berube N166BB Conventional Taildragger
Flight Crafters
________________________________________________________________________________
| Subject: | Re: Visit to the U.K. |
Alan Hi!
> How about a DOTH to Kemble on that Saturday Gerry ?
Great idea!
We have a few days for a roll call.
Lets see how it musters.
Regards
Gerry
________________________________________________________________________________
| From: | "David Hillam" <sqwk7000(at)cotswoldwireless.co.uk> |
| Subject: | Re: Visit to the U.K. |
Is that Saturday (June 18) not the date for the Europa fly-out to France,
starting from Kemble?
I will probably be there to do my Mod 70 (if not done beforehand), in time
for the Annual due the following week. Then, two weeks later I will,
reluctantly, be putting it on the line of planes for sale at Flying for Fun.
David
G-SHSH (Classic Mono)
<gholland@gemini-resourcing.com>
>
> Alan Hi!
>
> > How about a DOTH to Kemble on that Saturday Gerry ?
>
> Great idea!
>
> We have a few days for a roll call.
> Lets see how it musters.
>
> Regards
>
> Gerry
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Tailwheel Mod Adjustments |
Good day All,
I've just temporarily attached the rudder and installed the pushrod to the
Singleton Tailwheel Mod. At maximum deflection, I can only get the rudder to
achieve about 28 degrees to either side of center. I've looked through the
Forum archive but have drawn a blank about further adjustments to get the called
for 30 degrees +2/-0. Should I adjust the rudder cables from the foot pedals
to increase travel? Before doing this I wanted to ask those that have already
accomplished this.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| Subject: | Re: Tailwheel Mod Adjustments |
I came down a thickness on the Singleton incorporated rudder stop bushes!
Regards, Dave Park
Manchester UK
________________________________________________________________________________
| From: | "Houlihan,Tim" <tim.houlihan(at)oce.co.uk> |
| Subject: | Visit to the U.K. |
Hi Gerry
I hope to be at Kemble that day, but be advised that Kemble has a major air
show on Sunday the 19th and display arrivals (and display practice ) will be
taking place on the Saturday. We should still be ok for normal operations if
you don't mind mixing it with Tornado's and F16's etc
Tim Houlihan
G BZTH (based at Kemble )
mod 70 still to be done !!
-----Original Message-----
We have a few days for a roll call.
Lets see how it musters.
Regards
Gerry
________________________________________________________________________________
| Subject: | Re: Visit to the U.K. |
Tim Hi!
> I hope to be at Kemble that day, but be advised that Kemble has a major air
> show on Sunday the 19th and display arrivals (and display practice ) will be
> taking place on the Saturday.
Many Thanks for the local update.
Cleve.... It will be worth you bringing your Passport with you as we will
probably have to register as visitors and show proof of identity.
Take a look: http://www.kemble.com/
Regards
Gerry
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Batteries-Cold Starts |
Kevin, My Odyssey 680 has been giving brilliant, first time start service in
my 914 Europa for nearly 4 yrs. David Joyce
----- Original Message -----
From: "Kevin And Ann Klinefelter" <kevann(at)verizon.net>
Subject: Re: Europa-List: Batteries-Cold Starts
>
> Hi Tim,
> I have been hearing positive comments about the Odyssey PC680 battery. I
> got one from: _www.batterymart.com_ for my yet to fly 914 mono xs.
> We have a subaru legacy wagon that needed a new battery, so I installed
> the PC680. It is performing well in the subaru. I plan to put a fresh
> battery in the Europa every two years because it is electricaly
> dependant. I 'll put the used one in the subaru and maybe my toyota truck.
>
> Kevin Klinefelter
> N211KA
> color sanding my amature paint job
> entire electrical system yet to go
>
> Tim Ward wrote:
>
> >
> >Hi Europaeans,
> >Thinking of installing a Concorde RG battery for my Rotax 912S due to the
cold weather starts, downunder. Can anybody recommend what species of RG
batteries has worked well for them?
> >
> >
> >
> >
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail is protected from spam and viruses
>
> Doctors.net.uk - the network of 114,000 UK doctors
> _______________________________________________________________________
>
>
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Voltage Regulator Failure |
Just back from a great Europa Baltics trip, splendidly organised by Bob
Harrison & Ivor Phillips, and accompanied by challenging weather, and a
problem of intermittent charge, developing on the last leg home. The ammeter
would show a discharge related to however many items I had switched on, for
anything up to 40 mins and then have a spell of rapid recharging, gradually
coming back to zero, suggesting a fully recharged battery. Incidentally the
40 min bit coincided with the Channel crossing , which with a 914 made us
sit up and take notice!
I remember reading accounts of failing regulators previously but
paid less attention than I should have done! Is this intermittent failure
to charge the sort of symptom to be expected?
Happy landings, David Joyce, G-XSDJ
________________________________________________________________________________
| From: | "Europa (Alfred Buess)" <ykibuess(at)bluewin.ch> |
| Subject: | Tailwheel Mod Adjustments |
Mike,
The amount of deflection depends on the distance between the CS29
pushrod attachment fitting (hole for the bolt) and the hinge line of the
rudder. If you have a deflection of less than 30 degrees this distance
is too long. If you cannot reposition CS29, you can also reduce the
diameter of the two stop bolts (thinner bolt sleeves or or no sleeves).
Regards,
Alfred
Alfred Buess
Laenggasse 81, CH-3052 Zollikofen, Switzerland
Tel.: +41 (0)31 911 63 32, Fax: +41 (0)31 911 56 32
E-Mail: ykibuess(at)bluewin.ch
Europa XS #097, Monowheel, Foam shortwing, Rotax 912S, Airmaster 332 CS
-----Ursprngliche Nachricht-----
Von: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] Im Auftrag von
DuaneFamly(at)aol.com
Gesendet: Samstag, 11. Juni 2005 18:53
An: europa-list(at)matronics.com
Betreff: Europa-List: Tailwheel Mod Adjustments
Good day All,
I've just temporarily attached the rudder and installed the pushrod to
the
Singleton Tailwheel Mod. At maximum deflection, I can only get the
rudder to
achieve about 28 degrees to either side of center. I've looked through
the
Forum archive but have drawn a blank about further adjustments to get
the called
for 30 degrees +2/-0. Should I adjust the rudder cables from the foot
pedals
to increase travel? Before doing this I wanted to ask those that have
already
accomplished this.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Fuel Injected Rotaxs |
Karl,
I am intrigued with the idea of fuel injecting my 914 as it potentially
offers the advantages improved fuel economy from correct timing, better fuel
atomization and correct metering of the fuel into each cylinder. I would
expect that the engine should run smoother as I would have less carburetor
balancing issues and the timing would be correct for all RPM & power
combinations.
BUT.....
- As near as I can tell there are no flying examples.
- I suspect that it is a small 2 man part time operation.
- The system does not have knock sensors (yet)
- It uses oxygen sensors that potentially will not co exist with leaded
fuel.
With all that said, if the guy can get it all sorted out then the potential
upside is worthwhile. This is what we all wish Rotax had done with the
engine in the first place, and RotaxKing have a large potential market.
I am going to watch this development over the course of the year and if it
looks like it makes sense then it will become my winter time project.
Paul
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Re: Europa-List Digest: 17 Msgs - 06/11/05 |
I've just temporarily attached the rudder and installed the pushrod to the
Singleton Tailwheel Mod. At maximum deflection, I can only get the rudder to
achieve about 28 degrees to either side of center. I've looked through the
Forum archive but have drawn a blank about further adjustments to get the called
for 30 degrees +2/-0. Should I adjust the rudder cables from the foot pedals
to increase travel? Before doing this I wanted to ask those that have already
accomplished this.
Mike Duane A207
Mike
have you adjusted the tips of the tail wheel horn to allow more deflection? You
need to file a little off to let the tailwheel turn some more
Graham
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Re: Europa-List Digest: 17 Msgs - 06/11/05 |
Graham,
I noticed the limiting being done by the tailwheel horn, so I temporarily
removed it to check "full" deflection. I figure to exceed the called for
deflection and then use the filing of the tailwheel horn bring it in to spec.
But
I'm still working on the "full" deflection so far.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
0.01 URI_REDIRECTOR Message has HTTP redirector URI
Is anyone flying with a ATP Ultrabat-13?
http://www.aircraftspruce.com/catalog/elpages/atphighpwr.php
http://www.recreationalmobility.com/cgi-bin/recreation/27923.html
thx.
Ron Parigoris
N4211W
________________________________________________________________________________
| From: | <clevelee(at)earthlink.net> |
| Subject: | My visit to the U.K. |
You Gents certainly know how to make a fellow feel welcome!
Hope any or all of it works out. Look forward to meeting 'you's all'
(corrupting he English language from a page from the southern portion of the
colonies)
I travel with my Passport all the time. No Problem. . .and my notebook so
that I can be brought up to speed on the latest.
Thank you gentlemen, for any part of the day that may work out.
Cleve Lee
A198 Mono XS
Detroit, MI
________________________________________________________________________________
| Subject: | Voltage Regulator Problem? |
Hi Folks,
The last two or three times I have gone flying I have experienced a problem
with the 5A ALT FIELD circuit breaker popping. The solution at first seemed
easy just push it back in and all is well. It occurs usually at start up soon
after I turn on the radio panel circuit.
A couple of flights ago it popped a couple more times in the cruise and I
reset it with no further problems.
Yesterday however it popped quite a number of times (5 or 6) and only settled
down after I had turned the radio master off and back on again. I don't see
how turning the radios off would affect the ALT circuit breaker except I
suppose they use the most load.
Looking at the circuit the breaker is located between output C on the voltage
regulator and the main power bus (and thus the battery positive). Very
simple.
The only thing I can think of is that the voltage regulator is spiking at
more than 5 amps until it 'warms up' or reaches some kind of battery charged
point after the battery has been used after start (although the engine typically
fires after just a few turns).
Any ideas and/or solutions as to what the problem might be would be
appreciated. I would like to trouble shoot before replacing the regulator but do
not
want to remove the panel unless I really have to.
P.S I usually turn on (both) the split master/alt switch - perhaps I should
only turn on the alternator after engine start? I have close to 200 hours
flying time on the aircraft so again this is a doubtful cause.
Regards,
Martin Tuck
Europa N152MT
Wichita, Kansas
________________________________________________________________________________
| From: | John & Paddy Wigney <johnwigney(at)worldnet.att.net> |
| Subject: | Re: Batteries-Cold Starts |
Hi Tim,
FWIW, I have had very good experience with the Odyssey PC545 sealed
battery which was supplied by the original Florida Europa sales office.
Despite weighing only 11 lbs, it has always cranked and fired my 912S
with the standard starter within a few blades. The factory claim good
performance down to -20 degC and it has never given me trouble on cold
mornings (5 degC say). see
http://www.odysseybatteries.com/battery/pc545.htm
The battery is primarily sold for motorcycle use and should be purchased
as the PC545 without the MJ (metal jacket) option which adds weight and
is unnecessary. Odyssey also sell a battery specifically for certified
use on Piper Super Cubs but this is larger and heavier.
Cheers, John
Mono XS, 912S, N262WF
Mooresville, North Carolina
From: "Tim Ward" <ward.t(at)xtra.co.nz>
Subject: Europa-List: Batteries-Cold Starts
Hi Europaeans,
Thinking of installing a Concorde RG battery for my Rotax 912S due to the cold
weather starts, downunder. Can anybody recommend what species of RG batteries
has worked well for them? Can not install the more powerful starter due to being
a Monowheel classic. Cheers, Tim
________________________________________________________________________________
| Subject: | He who shall not be named appears again... |
| From: | "GTPowell" <georgepowell(at)hotmail.com> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
The July 2005 Kitplanes magazine has a cover story on the comparison between the
Europa and the Liberty XL certified aircraft. Who do you suppose supplied the
photos for the cover and the inside pages?
How does this guy keep making a living in the aviation industry?
I followed the recent thread where members of the PFA started an email campaign
to make sure that he doesn't continue to profit from his involvement with Europa.
Perhaps a similar email campaign to Kitplanes will stop them from publishing
his work in the future. The Editor-In-Chief is Marc Cook and his email address
is:
editorial(at)kitplanes.com
I personally will express my displeasure to him, and I encourage anyone else to
do so as well.
George Powell
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | Richard Sementilli <rsementi(at)gmail.com> |
| Subject: | Re: N166BB For Sale |
Bob - what his asking price for theEuropa?
On 6/11/05, Robert Berube wrote:
>
> Europa Group,
>
>
> Some of you may recall about a year ago I listed my Europa Conventional
> Taildragger for sale and did sell it but it was not delivered and remained
> in my hangar flown periodically. This week the owner came to fly it home
> but the weather was not cooperating. As we pondered the situation, he
> became more and more enamored by the RV series aircraft that we have at our
> shop along with the multitude of Europa's. To make a long story short, he
> has elected to have us assist him in building an RV-10 and listing the
> Europa for sale. Anyone interested, can contact me off list for details and
> photos.
>
>
> Photos will be on the Flight Crafters web site soon.
>
>
> Bob Berube N166BB Conventional Taildragger
>
> Flight Crafters
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Robert Berube" <bberube(at)tampabay.rr.com> |
0.00 HTML_NONELEMENT_00_10 BODY: 0% to 10% of HTML elements are non-standard
Sorry folks, I failed to give the web site address where a photo of interior
and exterior of N166BB can be seen. Our web site is www.flightcrafters.com
<http://www.flightcrafters.com/> Additional photos and information can be
obtained by e-mailing me offline.
Bob Berube
Flight Crafters
________________________________________________________________________________
| From: | D Wysong <hdwysong(at)gmail.com> |
| Subject: | Re: Voltage Regulator Failure |
Hello David -
I posted your issue on the Aeroelectric list to see what they'd say
about it. The Rotax 914 regulator/rectifier has been discussed over
there before, although I have yet to see much in the way of failure
modes. The only recommendations I've seen are "keep it cool" and
"don't load it over 12 Amps." Anyhow, here are Bob Nuckolls'
comments:
"The charging system could become intermittent either because
of some condition inside the regulator/rectifier -OR- wiring
external to the regulator that carries output power or control
signals to the regulator.
Sounds like it's consistent enough to instrument and go catch
the problem during a test flight. I'd look at AC voltage into
the regulator, DC voltage out of the regulator, control voltage(s)
to the regulator and bus voltage in addition to what appears
to be the battery ammeter.
Observations taken on these readings during a 'brown out' will
be important clues as to how one would proceed.
Bob . . ."
As a potential 914 user and someone that has been looking for a
suitable replacement for the Ducati regulator/rectifier I'd certainly
be interested in your findings.
Happy hunting!
D Wysong
-----------------------------------
On 6/12/05, David Joyce wrote:
>
> Just back from a great Europa Baltics trip, splendidly organised by Bob
> Harrison & Ivor Phillips, and accompanied by challenging weather, and a
> problem of intermittent charge, developing on the last leg home. The ammeter
> would show a discharge related to however many items I had switched on, for
> anything up to 40 mins and then have a spell of rapid recharging, gradually
> coming back to zero, suggesting a fully recharged battery. Incidentally the
> 40 min bit coincided with the Channel crossing , which with a 914 made us
> sit up and take notice!
> I remember reading accounts of failing regulators previously but
> paid less attention than I should have done! Is this intermittent failure
> to charge the sort of symptom to be expected?
> Happy landings, David Joyce, G-XSDJ
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | R Holder <rholder(at)avnet.co.uk> |
| Subject: | Re: Voltage Regulator Problem? |
> The last two or three times I have gone flying I have
> experienced a problem with the 5A ALT FIELD circuit
> breaker popping. The solution at first seemed easy just
> push it back in and all is well. It occurs usually at
> start up soon after I turn on the radio panel circuit.
>
> A couple of flights ago it popped a couple more times
> in the cruise and I reset it with no further problems.
>
> Yesterday however it popped quite a number of times (5
> or 6) and only settled down after I had turned the
> radio master off and back on again. I don't see how
> turning the radios off would affect the ALT circuit
> breaker except I suppose they use the most load.
>
> Looking at the circuit the breaker is located between
> output C on the voltage regulator and the main power
> bus (and thus the battery positive). Very simple.
>
> The only thing I can think of is that the voltage
> regulator is spiking at more than 5 amps until it
> 'warms up' or reaches some kind of battery charged
> point after the battery has been used after start
> (although the engine typically fires after just a few
> turns).
>
> Any ideas and/or solutions as to what the problem might
> be would be appreciated. I would like to trouble shoot
> before replacing the regulator but do not want to
> remove the panel unless I really have to.
Maybe I am being thick but no-one else has said anything.
On my 912S there is no ALT field circuit let alone a
breaker for the ALT field circuit. I have just the
standard Rotax alternator - not any add-on.
So my question is - in which circuit is your breaker ? If
it is in the main feed from the regulator back to your
plus buss then you need a 25A breaker not a 5 A breaker !
The Europa circuit diagram shows this as a 30A slow blow
fuse between the B terminal on the regulator and the buss.
The alternator has two (screened) wires going to it. They
go to the G terminals on the regulator and are AC. No
field cable.
Now I have read your email again and I see that you
answered my question. Your breaker needs to be 25A. The R
+B and C terminals on the regulator are all connected
together. That location is NOT an ALT field circuit !
So, in conclusion I don't think I am being thick !
Remember breakers do not trip the instant that the quoted
rating is exceeded. They normally are rated to trip in x
seconds at three times the load, and y seconds at twice
the load ... etc.
Richard
Europa tri-Gear G-OWWW High Cross
Willing to be shot down if someone knows differently (and
can argue their case !)
________________________________________________________________________________
| From: | "simon.nash1" <simon.nash1(at)btconnect.com> |
| Subject: | Re: Voltage Regulator Problem? |
Hi Martin,
I suspect that the c/b should be 25A not 5A, I would
suggest that you take a look at the wiring diagram in the
manual page 25-11.
Reagrds
Simon
----- Original Message Follows -----
From: MJKTuck(at)cs.com
Subject: Europa-List: Voltage Regulator Problem?
Date: Sun, 12 Jun 2005 17:49:19 EDT
>
>
> Hi Folks,
>
> The last two or three times I have gone flying I have
> experienced a problem with the 5A ALT FIELD circuit
> breaker popping. The solution at first seemed easy just
> push it back in and all is well. It occurs usually at
> start up soon after I turn on the radio panel circuit.
>
> A couple of flights ago it popped a couple more times in
> the cruise and I reset it with no further problems.
>
> Yesterday however it popped quite a number of times (5 or
> 6) and only settled down after I had turned the radio
> master off and back on again. I don't see how turning the
> radios off would affect the ALT circuit breaker except I
> suppose they use the most load.
>
> Looking at the circuit the breaker is located between
> output C on the voltage regulator and the main power bus
> (and thus the battery positive). Very simple.
>
> The only thing I can think of is that the voltage
> regulator is spiking at more than 5 amps until it 'warms
> up' or reaches some kind of battery charged point after
> the battery has been used after start (although the engine
> typically fires after just a few turns).
>
> Any ideas and/or solutions as to what the problem might be
> would be appreciated. I would like to trouble shoot
> before replacing the regulator but do not want to remove
> the panel unless I really have to.
>
> P.S I usually turn on (both) the split master/alt switch -
> perhaps I should only turn on the alternator after engine
> start? I have close to 200 hours flying time on the
> aircraft so again this is a doubtful cause.
>
> Regards,
> Martin Tuck
> Europa N152MT
> Wichita, Kansas
>
>
> ====
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Voltage Regulator Problem? |
> I suspect that the c/b should be 25A not 5A, I would
> suggest that you take a look at the wiring diagram in the
> manual page 25-11.
The 5 Amp Circuit Breaker could be part of the Crowbar Circuit.
Gerry
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Your 914 Rectifier problem |
Mark, That is very helpful. What you describe with your voltmeter fits in
exactly with my ammeter findings. I will replace the regulator and expect to
cure the problem. In our situation we could measure the drain on the
battery, and having turned off everything except the radio and the fuel pump
this amounted to 3 amps with a topped up 16 amp/hours battery I reckoned
this gave us 5 hrs flying probably and certainly at least enough time to
complete a 20 min sea crossing. I am copying this to the list as I suspect
we won't be the last to have such a problem.
Regards, David
---- Original Message -----
From: "Mark Chetwynd-Talbot" <markt(at)avnet.co.uk>
Subject: Your 914 Rectifier problem
Dear David, (Replying off list)
I have been flying my 914 Trigear for about 200 hours over about 5
years. (Not much.) I recently had what sounds like exactly the same
problem as you describe. In my case I only have a voltmeter and I
noticed during a 1 hour trip from Wiltshire to North Yorks that the
reading started to fall below 12 volts. Over a period of about 30
minutes it continued to fall and I started to switch a few things off. I
really wanted to try to establish what was happening and I was not
particularly worried about possibly having to divert etc. It seemed that
for some reason the battery was no longer being charged. Then items like
the Skymap cut out when the voltage fell below 10 volts. The radio
signal became weak and distorted and the transponder ceased to function.
By the time I reached my destination (Wombleton) the flaps would only
come down extremely slowly!
As I had only very recently replaced the battery I asked Nev what he
thought was the likely problem. Without hesitation he said it was almost
certainly the regulator, which apparently has a reputation for
unreliability. We replaced it with a new one from Skydrive and
everything was right immediately.
Nev believes that the regulator probably gets 'cooked' if it is mounted
where mine is on the firewall. He is going to make up a new loom so that
we can move it to a position where it can be blasted with cool air near
the oil cooler.
It was not pleasant watching the volts dribbling away, I must admit. And
I was very glad that I was not on a long sea crossing! What I really
wanted to know - but did not discover - was the point at which the fuel
pump would cease to function!
Good luck.
Mark
Doctors.net.uk e-mail is protected from spam and viruses
Doctors.net.uk - the network of 114,000 UK doctors
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Voltage Regulator Failure |
Hi, Many thanks for your helpful reply. As you will see, various other
replies have encouraged me to think it is the regulator and as I am pressed
for time before setting off to the Continent again on Saturday I am going
forthe simple expedient of replacing it. If I can find someone to test the
offending item I will let you know the outcome, or indeed I would happily
post it to you!
Regards, David
----- Original Message -----
From: "D Wysong" <hdwysong(at)gmail.com>
>
> Hello David -
>
> I posted your issue on the Aeroelectric list to see what they'd say
> about it. The Rotax 914 regulator/rectifier has been discussed over
> there before, although I have yet to see much in the way of failure
> modes. The only recommendations I've seen are "keep it cool" and
> "don't load it over 12 Amps." Anyhow, here are Bob Nuckolls'
> comments:
>
> "The charging system could become intermittent either because
> of some condition inside the regulator/rectifier -OR- wiring
> external to the regulator that carries output power or control
> signals to the regulator.
>
> Sounds like it's consistent enough to instrument and go catch
> the problem during a test flight. I'd look at AC voltage into
> the regulator, DC voltage out of the regulator, control voltage(s)
> to the regulator and bus voltage in addition to what appears
> to be the battery ammeter.
>
> Observations taken on these readings during a 'brown out' will
> be important clues as to how one would proceed.
>
> Bob . . ."
>
> As a potential 914 user and someone that has been looking for a
> suitable replacement for the Ducati regulator/rectifier I'd certainly
> be interested in your findings.
>
> Happy hunting!
>
> D Wysong
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | tailwheel deflection |
From: DuaneFamly(at)aol.com
Subject: Re: Europa-List: Re: Europa-List Digest: 17 Msgs - 06/11/05
Graham,
I noticed the limiting being done by the tailwheel horn, so I temporarily
removed it to check "full" deflection. I figure to exceed the called for
deflection and then use the filing of the tailwheel horn bring it in to spec.
But
I'm still working on the "full" deflection so far.
Mike
you should use the bellcrank stops to limit rudder travel, otherwise you are putting
extra loads on the hinge, flanges and rudder. Cable loads can be very high
because of the leverage.
Graham
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Your 914 Rectifier problem |
<< 3 amps with a topped up 16 amp/hours battery I reckoned
> this gave us 5 hrs flying >>
David,
This is a rather an optimistic calculation because:
1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at
higher rates there is progressively less capacity.
2.A brand new battery may have the full amp-hour capacity, but it is normal
to allow only 80% of this for a battery in good condition. "State of charge"
or terminal voltage is no indication of battery capacity.
If you want to be sure about the state of a battery at any one time then
you'd need an integrating ammeter, which keeps an account of amps-in an
amps-out, with presettable factors to allow for self discharge etc.
Regards,
Duncan.
----- Original Message -----
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Europa-List: Re: Your 914 Rectifier problem
>
>
> Mark, That is very helpful. What you describe with your voltmeter fits in
> exactly with my ammeter findings. I will replace the regulator and expect
> to
> cure the problem. In our situation we could measure the drain on the
> battery, and having turned off everything except the radio and the fuel
> pump
> this amounted to 3 amps with a topped up 16 amp/hours battery I reckoned
> this gave us 5 hrs flying probably and certainly at least enough time to
> complete a 20 min sea crossing. I am copying this to the list as I suspect
> we won't be the last to have such a problem.
> Regards, David
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Fuel Injected Rotaxs |
Dave,
The Factory BMW indeed did not have two of everything, except that it did
have two independent power supplies (battery and alternator) and two fuel
pumps.
The failure rate of a single ECU (once past the "burn-in" period) is not
dissimilar to the failure rate of TWO magnetos together (the old type with
miles of frantically spinning wire).but it would be difficult to argue that
efi is significantly more reliable than carbs.
Fuel efficiency of efi (in the automotive world) is reckoned to be about 15%
better than carbs., but the use of efi on cars is driven more by meeting
emission targets than by economy or power.
However, the primary requirement of an aero engine is reliability (ahead of
economy, power, lightness etc).
Different props would make no difference as most efi systems operate on the
alpha-n principle, which effectively measures engine load.
The technology already exists for providing automatic detection and
adjustment for different fuels and most efi ECUs have spare capacity for
additional maps; it would be a 'simple' matter to include this.
As regards the efi offering for the Rotax, my view is that the injection
would work reasonably well. But I don't think I'd want to be trying it on a
914, which is already "boosted" in terms of power and has probably too many
additional variables for the simple EFI control system shown.
It's a pity that the offered system misses an opportunity to sort out the
poor distribution characteristics of the stock inlet manifolds. The use of
the stock manifolds is firstly likely to wrong-foot the batch-fired EFI
injectors into providing uneven fuelling (or in other words a compromise
mixture set-up that will have to be richer than it could have been, and
therefore give away some of the likely efficiency gains) and secondly there
is power to be had in shorter lengths of independent manifolding all meeting
together in a common plenum located centrally on the top of the engine (see
Honda Goldwing, from which the 912 design probably borrowed heavily),
although the 'tame' valve timing on the 912 does not make the engine
'pipe-sensitive'.
Note also that the earlier 912s had alternate drilled and tapped bolt holes
at the cylinder head inlet manifold face that would allow such an
orientation of inlet manifold.
By the way, it was the same "starting problem" as experienced on some 912S's
that was the principal reason for the demise of the BMW project!
Rgds.,
Duncan McF.
----- Original Message -----
From: "david MILNER" <dave(at)wmilner.fsnet.co.uk>
Subject: Re: Europa-List: Fuel Injected Rotaxs
>
>
> Terry & Karl
> I seem to recall that the factory were developing a BMW fuel injected
> engine
> conversion for the Europa, I doubt if it had the luxury of
> 2 of everything (ecu, injectors etc), but had it proved succesful I am
> sure
> many would be flying today.
> It seems the fear of the unknown is part of the objection or scepticism of
> fuel& ignition control by an ECU
> 1) Reliability, Millions of cars operate without redundancy of the system
> just as your Rotax does
> 2) Efficiency, Variable ignition timing, fuel supply, altitude
> compensation
> & temperature compensation according to prevailing conditions.
> 3) Problems, Different maps for the ECU would be required for different
> fuels and I suspect different props
>
> It's certain that fuel efficiency would improve as would starting as there
> is a seperate map for starting and warm-up, altitude compensation would be
> no problem as the MAP sensor can handle from absolute vacuum to plus 2 or
> 3
> bar.
> Even using a compromise map in the ECU would show considerable improvement
> over " carbs and fixed ignition"
>
> I am not saying the company you are talking about is the one with all the
> answers just that ECU controlled ignition and fuelling is the way to go
> for
> efficiency and
> reliability.
> Regards
> Dave Milner
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Your 914 Rectifier problem |
Duncan, Thanks for that. I wasn't planning of course to push my luck for
anything like 5 hrs. It was simply my starting position for working out
whether I could expect it to get across the shortish Dunkerque-Dover
crossing with pump and radio working. Does the 80% figure apply to pure
lead/gas recombinant batteries, which claim all sorts of qualities not
possessed by ordinary lead/acid batteries?
Regards, David----- Original Message -----
>
> << 3 amps with a topped up 16 amp/hours battery I reckoned
> > this gave us 5 hrs flying >>
>
> David,
> This is a rather an optimistic calculation because:
> 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at
> higher rates there is progressively less capacity.
> 2.A brand new battery may have the full amp-hour capacity, but it is
normal
> to allow only 80% of this for a battery in good condition. "State of
charge"
> or terminal voltage is no indication of battery capacity.
>
> If you want to be sure about the state of a battery at any one time then
> you'd need an integrating ammeter, which keeps an account of amps-in an
> amps-out, with presettable factors to allow for self discharge etc.
>
> Regards,
> Duncan.
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Your 914 Rectifier problem |
< lead/gas recombinant batteries, >>
Yes, its a function of the chemistry rather than the physics of
construction. However,, the better type of battery would take longer to
degrade to 80% capacity, excepting that the 'regulations' (i.e. JAR design
codes) only allow 80% for the purpose of calculation.
Glad you made it across the Channel; I would have made the same decision!
Rgds.,
Duncan.
----- Original Message -----
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Re: Europa-List: Re: Your 914 Rectifier problem
>
>
> Duncan, Thanks for that. I wasn't planning of course to push my luck for
> anything like 5 hrs. It was simply my starting position for working out
> whether I could expect it to get across the shortish Dunkerque-Dover
> crossing with pump and radio working. Does the 80% figure apply to pure
> lead/gas recombinant batteries, which claim all sorts of qualities not
> possessed by ordinary lead/acid batteries?
> Regards, David----- Original Message -----
>
>
>
>>
>> << 3 amps with a topped up 16 amp/hours battery I reckoned
>> > this gave us 5 hrs flying >>
>>
>> David,
>> This is a rather an optimistic calculation because:
>> 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at
>> higher rates there is progressively less capacity.
>> 2.A brand new battery may have the full amp-hour capacity, but it is
> normal
>> to allow only 80% of this for a battery in good condition. "State of
> charge"
>> or terminal voltage is no indication of battery capacity.
>>
>> If you want to be sure about the state of a battery at any one time then
>> you'd need an integrating ammeter, which keeps an account of amps-in an
>> amps-out, with presettable factors to allow for self discharge etc.
>>
>> Regards,
>> Duncan.
>
>
>
________________________________________________________________________________
| Subject: | Attaching tailwheel fork |
| From: | "danbish" <n914rb(at)earthlink.net> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
Hi all,
Before I go banging on something and messing it up (my usual M.O.!), I was wondering
if there's a trick to getting the tail wheel fork to go onto the spring
rod.
The threads on the spring rod slide on up to where they meet the beginning of the
second bush but refuses to go further. I've cleaned the rod with steel wool
and wiped it down real good. I've tried greasing everything up, wiggling it,
etc. but to no avail. What's a good way to clean out the inside of those bushes?
I'm ready to get out the balpene and go to work on it but don't want to foul the
threads. I'm hoping they didn't weld that sucker in there at the wrong angle,
but it doesn't look like that's the case.
Anybody had this problem?
Thanks,
Dan
Tucson, AZ
Kit A144
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Gavin & Anne" <gavanne(at)iconz.co.nz> |
| Subject: | Trim indication when transmitting |
Hi all
Can anybody give me any idea why idea why when I transmit on my Microair 760
the digital trim indicator goes full nose down.
The actual trim does not move and as soon as I release the transmit button
the indicator returns to normal.
The trim is hotwired direct to the battery and the radio comes from the bus
which is powered up through the master switch.
The radio aerial does run with the trim wiring down to the rear and the
aerial is a Bob Archer inside the fin.
No interference noise is experienced
Not a major=85..but irritating
Thanks=85=85Gavin Lee=85=85#355
--
________________________________________________________________________________
| Subject: | RE: Attaching tailwheel fork |
| From: | "SteveD" <Post2Forum(at)COMCAST.NET> |
Just went in the garage and tried mine again, just a little wiggling and it slid
on. I think the bushing are just pressed in with some lock tight. The shaft
end of a 1/2 drill bit fits nicely for checking alignment. Maybe some light emery
paper to clean up the threads. Put it on as far as it will go, put a deep
socket on the bushing end a tap it down gently with a rubber mallet. If that
doesn't work I'd try pulling and re-seating the bushings. Ask the factory, they
may need heat to remove.
Steved
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
| Subject: | Where to get epoxy Mixing cups? |
Since the start of project, was using supermarket plastic mixing cups. Smooth
walls and flat bottoms.
I can't find them anymore.
any ideas?
Thx.
Ron Parigoris
________________________________________________________________________________
| Subject: | Re: Trim indication when transmitting |
Hi,
The definate answer is the fact you have the trim wires and Com lead running
together, split them so they are as far apart as you can get them.
Chances are, you will also be able to hear the trim servo running through
your headset ?
Cheers,
Nev.
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Re: Where to get epoxy Mixing cups? |
Ron,
If your in the states try Publix or Kroger in the cocktail area. I use
a small clear plastic cup used for mix drinks at outdoor functions.
Jeff
A258
On Jun 13, 2005, at 11:36 PM, Ronald J. Parigoris wrote:
>
>
> Since the start of project, was using supermarket plastic mixing cups.
> Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
>
> any ideas?
>
> Thx.
> Ron Parigoris
>
>
________________________________________________________________________________
| Subject: | RFI of Trim Indicator |
| From: | irampil(at)notes.cc.sunysb.edu |
06/14/2005 09:31:24 AM,
Serialize complete at 06/14/2005 09:31:24 AM
Hi All,
I occassionally see this RFI effect as well.
Nev may be correct that there is some coupling between
the parallel runs of coax and trim cable to the aft of the plane.
Then again, most Europas have their vertically oriented COM Antenna
just a few cm from the Trim Motor which may be more likely.
The basic problem however is that the supplied trim indicator module
itself is not protected from VHF transmitters which is a problem,
given that the MAC systems are expressly designed for the aviation
environment. They need more bypass capacitors in the module and maybe
some ferrites on the leads. I'd call Ray Allen to complain, not Europa
2004
Ira N224XS
________________________________________________________________________________
| Subject: | Re: Attaching tailwheel fork |
| From: | "Dan Bish" <DanBish(at)norwalktucson.com> |
Thanks Steve, I'll give that a shot.
Dan
________________________________________________________________________________
| From: | <p-a.austin(at)xtra.co.nz> |
| Subject: | Re: Europa-List Digest: 18 Msgs - 06/13/05 |
> Since the start of project, was using supermarket plastic mixing cups. Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle leave to
dry.Instant one shot mixing cup, ok a bit rough edged can clean up with scissors
if you want.
To get you started get in a batch of your favourite brew and some mates around
drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps of money
by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[662B7140:01C57107]
My next task is to set the wing incidence.
Can one do this with the wings still open? - in other words, without the
upper surface and the uni reinforcing plies?
Any tips/bright ideas as to how to make this task easier...
Will Daniell
238
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Re: Europa-List Digest: 18 Msgs - 06/13/05
> Since the start of project, was using supermarket plastic mixing cups.
Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle
leave to dry.Instant one shot mixing cup, ok a bit rough edged can clean up
with scissors if you want.
To get you started get in a batch of your favourite brew and some mates
around drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps of
money by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | "Steve Hagar" <hagargs(at)earthlink.net> |
| Subject: | Setting wing incidence |
You should set the wing incidence up with the tops on and the wing in its
final configuration. You will be making a template of the top curvature of
the wing with a level surface on top to put a digital level on. During
this operation my fuselage was on its cradle that had adjustable feet. The
fuselage was set so that the window sill was level. More important than
any thing else make sure the left and right sides are exactly the same.
If after curing one is slightly off make sure the other is set the same or
go back and fix the first one. Needless to say don't do them both in one
session. Do the first on get it cured and all set and then see what you
have. Then do the other side.
Steve Hagar
A143
Mesa, AZ
Steve Hagar
hagargs(at)earthlink.net
> [Original Message]
> From: William Daniell <wdaniell(at)etb.net.co>
> To:
> Date: 6/14/2005 10:32:28 AM
> Subject: Europa-List: Setting wing incidence
>
>
> My next task is to set the wing incidence.
>
> Can one do this with the wings still open? - in other words, without the
> upper surface and the uni reinforcing plies?
>
> Any tips/bright ideas as to how to make this task easier...
>
>
>
________________________________________________________________________________
| From: | "Stephan Cassel" <cassel(at)sensewave.com> |
| Subject: | Setting wing incidence |
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Regards,
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: Europa-List: Setting wing incidence
My next task is to set the wing incidence.
Can one do this with the wings still open? - in other words, without
the
upper surface and the uni reinforcing plies?
Any tips/bright ideas as to how to make this task easier...
Will Daniell
238
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Re: Europa-List Digest: 18 Msgs - 06/13/05
> Since the start of project, was using supermarket plastic mixing cups.
Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle
leave to dry.Instant one shot mixing cup, ok a bit rough edged can clean
up
with scissors if you want.
To get you started get in a batch of your favourite brew and some mates
around drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps
of
money by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[169004C0:01C5711B]
Thanks - Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Stephan Cassel
Subject: RE: Europa-List: Setting wing incidence
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Regards,
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: Europa-List: Setting wing incidence
My next task is to set the wing incidence.
Can one do this with the wings still open? - in other words, without
the
upper surface and the uni reinforcing plies?
Any tips/bright ideas as to how to make this task easier...
Will Daniell
238
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Re: Europa-List Digest: 18 Msgs - 06/13/05
> Since the start of project, was using supermarket plastic mixing cups.
Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle
leave to dry.Instant one shot mixing cup, ok a bit rough edged can clean
up
with scissors if you want.
To get you started get in a batch of your favourite brew and some mates
around drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps
of
money by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[0AFA2AF0:01C5711B]
Thanks - Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Steve Hagar
Subject: RE: Europa-List: Setting wing incidence
You should set the wing incidence up with the tops on and the wing in its
final configuration. You will be making a template of the top curvature of
the wing with a level surface on top to put a digital level on. During
this operation my fuselage was on its cradle that had adjustable feet. The
fuselage was set so that the window sill was level. More important than
any thing else make sure the left and right sides are exactly the same.
If after curing one is slightly off make sure the other is set the same or
go back and fix the first one. Needless to say don't do them both in one
session. Do the first on get it cured and all set and then see what you
have. Then do the other side.
Steve Hagar
A143
Mesa, AZ
Steve Hagar
hagargs(at)earthlink.net
> [Original Message]
> From: William Daniell <wdaniell(at)etb.net.co>
> To:
> Date: 6/14/2005 10:32:28 AM
> Subject: Europa-List: Setting wing incidence
>
>
> My next task is to set the wing incidence.
>
> Can one do this with the wings still open? - in other words, without the
> upper surface and the uni reinforcing plies?
>
> Any tips/bright ideas as to how to make this task easier...
>
>
>
________________________________________________________________________________
| From: | Richard Sementilli <rsementi(at)gmail.com> |
| Subject: | Europa XS Kit for Sale...maybe |
This is an exploratory inquiry about the possible sale of my Europa XS
Conventional gear kit (N144EW) that I have been building at Flight
Crafters in Florida.
WOULD ANYONE CARE TO MAKE AN OFFER?
The air frame is almost complete, the top half is just about ready to
be bonded to the bottom half. Therefore, yes, the cockpit module has
been installed. Also installed are: all antennas plus mounts for a
tru-trak autopilot, ELT, strobe lights, all airframe wiring, gas tank
and sender etc. Basically there is about another 25 hours left to
finish the airframe. The wings and tail plane have all had many hours
of prep by the previous owner of this kit so the prep for paint will
save several hundreds of hours.
The kit was converted to conventional gear by Bob Berube at Flight
Crafters ($6,200 parts and labor). It also has a firewall forward kit
($3,800) for a 912S engine, plus a speed kit still in the box from
Europa. I have also prepared the panel for instruments but have not
yet installed them. Therefore, the panel cowl has been cut and sanded;
ready for whatever instruments one would desire.
With the purchase of the kit, plus all the work done so far, plus all
of the parts installed, plus the conversion to a conventional gear,
the FWF, speed kit etc., I have honestly spent $53K (with receipts to
prove it).
Thanks
Richard
________________________________________________________________________________
| From: | "Jim Butcher" <europa(at)triton.net> |
We've had our doors fitted for several months and very happy with the appearance.
Today we fitted the door seal. Now the doors are difficult to close and they
bulge at the mid point of the lower edge. Obviously the thickness of the
seal is causing the problem. Question is, will the seal eventually deform so
the doors fit as the did previously? We really don't want to add third pins etc
since the paint is all complete.
Thanks
Jim & Heather Butcher A185
Working on Annex E checklist
________________________________________________________________________________
| From: | "Terry Seaver (terrys)" <terrys(at)cisco.com> |
Hi Jim.
Ours bulged for a while until the door seal took a set. We did add the
third latch in the center of the door, but have found it unecessary and
never use it anymore.
Regards,
Terry Seaver
A135
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jim Butcher
Subject: Europa-List: Door Bulge
We've had our doors fitted for several months and very happy with the
appearance. Today we fitted the door seal. Now the doors are difficult
to close and they bulge at the mid point of the lower edge. Obviously
the thickness of the seal is causing the problem. Question is, will the
seal eventually deform so the doors fit as the did previously? We
really don't want to add third pins etc since the paint is all complete.
Thanks
Jim & Heather Butcher A185
Working on Annex E checklist
________________________________________________________________________________
| From: | "Bill Henderson" <europabill(at)bellsouth.net> |
Jim,
I had the same problem. I let the plane sit out in the hot sun (90deg.
outside, 120 -130deg. inside) for an hour or two. It's amazing how much
better the doors open and close now....
Bill Henderson A010
Europa Classic Monowheel
________________________________________________________________________________
| From: | "Jim Puglise" <jimpuglise(at)comcast.net> |
| Subject: | Where to get epoxy Mixing cups? |
Ron-
Try Costco or BJs.
Jim Puglise, A283
Office (941) 505-8398
FAX (503) 212-6464
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Ronald J.
Parigoris
Subject: Europa-List: Where to get epoxy Mixing cups?
Since the start of project, was using supermarket plastic mixing cups.
Smooth
walls and flat bottoms.
I can't find them anymore.
any ideas?
Thx.
Ron Parigoris
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Where to get epoxy Mixing cups? |
I bought mine at a local SAM'S club
Jeff - waiting for FAA inspection...
Ronald J. Parigoris wrote:
>
>Since the start of project, was using supermarket plastic mixing cups. Smooth
>walls and flat bottoms.
>
>I can't find them anymore.
>
>any ideas?
>
>Thx.
>Ron Parigoris
>
>
>
>
________________________________________________________________________________
| From: | "KARL HEINDL" <kheindl(at)msn.com> |
Jim,
Maybe the heat teatment will work. There was no way I could have closed my
doors from the inside. My conclusion was that the seal was too thick and I
solved it simply by replacing the lower half of the seal with same type but
of smaller diameter. I obtained this from a Company that sells various bits
to people who do car restoration. I believe the seal diameter of the
original is 10mm, but the best fit is with 8mm.
Karl
>From: "Jim Butcher" <europa(at)triton.net>
>Reply-To: europa-list(at)matronics.com
>To: "europalist"
>Subject: Europa-List: Door Bulge
>Date: Tue, 14 Jun 2005 16:06:43 -0400
>
>
>We've had our doors fitted for several months and very happy with the
>appearance. Today we fitted the door seal. Now the doors are difficult to
>close and they bulge at the mid point of the lower edge. Obviously the
>thickness of the seal is causing the problem. Question is, will the seal
>eventually deform so the doors fit as the did previously? We really don't
>want to add third pins etc since the paint is all complete.
>
>Thanks
>
>Jim & Heather Butcher A185
>Working on Annex E checklist
>
>
________________________________________________________________________________
| Subject: | Re: Voltage Regulator Problem? |
Thanks for all that responded to my breaker problem despite my rather vague
description which wasn't quite right now that I have studied the diagram
further.
The 5 amp CB is ties to the crowbar and I found a handy 5A breaker on my
prebuilt panel labeled ALT FIELD - hence the confusion.
Fortunately Bob Nuckols lives not far and we both work for the same company
so I gave him a call as it was his crowbar design. His memory is better than
mine and remembered we had trouble with this before and he added a capacitor in
my panel somewhere which cured it - until I replaced my radio and transponder
recently.
He suspects my new radio and/or transponder (probably the latter) is causing
some spiking and wants to upgrade/modify my crowbar. Unfortunately it is
behind the panel so it will be a while before I feel inclined to pull everything
out again.
He said it would not do any harm to keep resetting it if it settles down
after a while.
Hopefully that will solve the problem.
Regards,
Martin Tuck
Europa N12MT
Wichita, Kansas
________________________________________________________________________________
| Subject: | Re: Voltage Regulator Problem? |
| From: | "Jos Okhuijsen" <josok-e(at)ukolo.fi> |
Which confirms my strong opinion that add ons, like a crowbar induce extra
risks.
Regulators are more reliable then regulator/crowbar combinations. I
further strongly disagree that keeping resetting any CB is harmless. There
are warnings about this in any "learn to fly" book. In this case every
time the cb blows, it has hit the circuit with some large current. This
reocurrent short circuit will harm every component involved, and could
bring further harm, leading to disaster.
Regards,
Jos Okhuijsen
> mine and remembered we had trouble with this before and he added a
> capacitor in
> my panel somewhere which cured it - until I replaced my radio and
> transponder
> recently.
>
> He suspects my new radio and/or transponder (probably the latter) is
> causing
> some spiking and wants to upgrade/modify my crowbar. Unfortunately it is
> behind the panel so it will be a while before I feel inclined to pull
> everything
> out again.
>
> He said it would not do any harm to keep resetting it if it settles down
> after a while.
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[1B7EF010:01C571AA]
Stephan
OK that makes sense -
So having closed the wing you then have to take off the ailerons to
post-cure them - I assume that is it possible to reattach them (albeit a bit
fiddly) and specifically the aileron link rod through the inspection hole??
Or did you post cure and finish your ailerons prior to closing the wing?
Will
-----Original Message-----
From: William Daniell [mailto:wdaniell(at)etb.net.co]
Subject: RE: Europa-List: Setting wing incidence
Thanks - Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Stephan Cassel
Subject: RE: Europa-List: Setting wing incidence
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Regards,
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: Europa-List: Setting wing incidence
My next task is to set the wing incidence.
Can one do this with the wings still open? - in other words, without
the
upper surface and the uni reinforcing plies?
Any tips/bright ideas as to how to make this task easier...
Will Daniell
238
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Re: Europa-List Digest: 18 Msgs - 06/13/05
> Since the start of project, was using supermarket plastic mixing cups.
Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle
leave to dry.Instant one shot mixing cup, ok a bit rough edged can clean
up
with scissors if you want.
To get you started get in a batch of your favourite brew and some mates
around drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps
of
money by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Setting wing incidence |
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Stephan
Will, and everyone
Don't forget the incidence of the wings is more critical outboard than it is at
the root.
Set it up on the port wing and let cure as described but then set up the second
wing to be identical incidence at the flap/aileron junction. This will help to
avoid any built in roll tendency
Graham
________________________________________________________________________________
| From: | "Stephan Cassel" <cassel(at)sensewave.com> |
| Subject: | Setting wing incidence |
Hi Will,
I post cured flaps, ailerons, ruder and tail plane after the wing
closing.
Attach the link rod wing side before closing. The link rod will snap on
after the aileron is attached. Check the movement of link rod before
closing so this can be achieved.
It is very easy to attach/detach the aileron after upper skin is on. In
fact
I would recommend taking them off. It is much easier to work the
wing/fuselage without them.
This is my technique how to install the aileron: Use strings, diameter
of 1 mm or so, one for each hinge. At the end of each string you attach
a small washer (not too heavy). Pull the string through hinge and the
wing surface.
Now, when you tighten the string hinge will get in position and you can
screw in the bolts. You need three hands for this and the third hand is
your mouth. You put the string in the mouth and tighten it by moving
your head
:-)
It sound stupid, and probably looks stupid, but it works very well after
some practice
Good luck
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: RE: Europa-List: Setting wing incidence
Stephan
OK that makes sense -
So having closed the wing you then have to take off the ailerons to
post-cure them - I assume that is it possible to reattach them (albeit a
bit
fiddly) and specifically the aileron link rod through the inspection
hole??
Or did you post cure and finish your ailerons prior to closing the wing?
Will
-----Original Message-----
From: William Daniell [mailto:wdaniell(at)etb.net.co]
Subject: RE: Europa-List: Setting wing incidence
Thanks - Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Stephan
Cassel
Subject: RE: Europa-List: Setting wing incidence
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Regards,
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: Europa-List: Setting wing incidence
My next task is to set the wing incidence.
Can one do this with the wings still open? - in other words, without
the
upper surface and the uni reinforcing plies?
Any tips/bright ideas as to how to make this task easier...
Will Daniell
238
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Re: Europa-List Digest: 18 Msgs - 06/13/05
> Since the start of project, was using supermarket plastic mixing cups.
Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle
leave to dry.Instant one shot mixing cup, ok a bit rough edged can clean
up
with scissors if you want.
To get you started get in a batch of your favourite brew and some mates
around drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps
of
money by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | "Stephan Cassel" <cassel(at)sensewave.com> |
| Subject: | Setting wing incidence |
Hi Graham,
You are of course right.
I did check the incidence at the position (more or less) that you
describe (I read your tips in the "Hints and Tips") and it shows same
reading on both wings. But I measured the thickness at the same position
and they were different: about 8 mm or so. I.e. the wings are not 100%
symmetric.
My conclusion was: do it per manual as correct as possible and do the
"Graham check" before mixing the Araldite 420. If God is on my side it
will work ok. Otherwise I have to trim.
Regards,
Stephan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Graham
Singleton
Subject: Europa-List: Setting wing incidence
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Stephan
Will, and everyone
Don't forget the incidence of the wings is more critical outboard than
it is at the root.
Set it up on the port wing and let cure as described but then set up the
second wing to be identical incidence at the flap/aileron junction. This
will help to avoid any built in roll tendency
Graham
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[BE207310:01C571C9]
Graham
Did make another template for the position described?
Or how did you get the angle at this point?
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Stephan Cassel
Subject: RE: Europa-List: Setting wing incidence
Hi Graham,
You are of course right.
I did check the incidence at the position (more or less) that you
describe (I read your tips in the "Hints and Tips") and it shows same
reading on both wings. But I measured the thickness at the same position
and they were different: about 8 mm or so. I.e. the wings are not 100%
symmetric.
My conclusion was: do it per manual as correct as possible and do the
"Graham check" before mixing the Araldite 420. If God is on my side it
will work ok. Otherwise I have to trim.
Regards,
Stephan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Graham
Singleton
Subject: Europa-List: Setting wing incidence
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Stephan
Will, and everyone
Don't forget the incidence of the wings is more critical outboard than
it is at the root.
Set it up on the port wing and let cure as described but then set up the
second wing to be identical incidence at the flap/aileron junction. This
will help to avoid any built in roll tendency
Graham
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[40093E80:01C571C9]
Au contraire - sounds very practical
Thanks
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Stephan Cassel
Subject: RE: Europa-List: Setting wing incidence
Hi Will,
I post cured flaps, ailerons, ruder and tail plane after the wing
closing.
Attach the link rod wing side before closing. The link rod will snap on
after the aileron is attached. Check the movement of link rod before
closing so this can be achieved.
It is very easy to attach/detach the aileron after upper skin is on. In
fact
I would recommend taking them off. It is much easier to work the
wing/fuselage without them.
This is my technique how to install the aileron: Use strings, diameter
of 1 mm or so, one for each hinge. At the end of each string you attach
a small washer (not too heavy). Pull the string through hinge and the
wing surface.
Now, when you tighten the string hinge will get in position and you can
screw in the bolts. You need three hands for this and the third hand is
your mouth. You put the string in the mouth and tighten it by moving
your head
:-)
It sound stupid, and probably looks stupid, but it works very well after
some practice
Good luck
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: RE: Europa-List: Setting wing incidence
Stephan
OK that makes sense -
So having closed the wing you then have to take off the ailerons to
post-cure them - I assume that is it possible to reattach them (albeit a
bit
fiddly) and specifically the aileron link rod through the inspection
hole??
Or did you post cure and finish your ailerons prior to closing the wing?
Will
-----Original Message-----
From: William Daniell [mailto:wdaniell(at)etb.net.co]
Subject: RE: Europa-List: Setting wing incidence
Thanks - Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Stephan
Cassel
Subject: RE: Europa-List: Setting wing incidence
Hi Will,
It sounds risky. I know builders that have done it without the upper
skin but then you need to build up exactly same height in order to
"simulate" the skin, if you are using the template.
I did set the wing incidence before the uni reinforcing plies. The
template sits more accurate on the wing without uni.
Regards,
Stephan
#556
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: Europa-List: Setting wing incidence
My next task is to set the wing incidence.
Can one do this with the wings still open? - in other words, without
the
upper surface and the uni reinforcing plies?
Any tips/bright ideas as to how to make this task easier...
Will Daniell
238
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Re: Europa-List Digest: 18 Msgs - 06/13/05
> Since the start of project, was using supermarket plastic mixing cups.
Smooth
> walls and flat bottoms.
>
> I can't find them anymore.
Use beer cans, when empty flush out, run a sharp knife round the middle
leave to dry.Instant one shot mixing cup, ok a bit rough edged can clean
up
with scissors if you want.
To get you started get in a batch of your favourite brew and some mates
around drinking and telling lies to each other, soon have a ready pile.
This approach allows you to argue successfully that you are saving heaps
of
money by not squandering it on purpose made mixing cups.
Cheers.
________________________________________________________________________________
| From: | "Gavin & Anne" <gavanne(at)iconz.co.nz> |
| Subject: | Trim indication when transmitting |
Nev.....you are correct, when separated the problem is no more. So am going
to run the aerial cable up through the wheel bay, the transponder cable
already is in there.
Ira, thanks for your comments as well
Gavin Lee
#355
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of NevEyre(at)aol.com
Subject: Re: Europa-List: Trim indication when transmitting
Hi,
The definate answer is the fact you have the trim wires and Com lead
running together, split them so they are as far apart as you can get them.
Chances are, you will also be able to hear the trim servo running through
your headset ?
Cheers,
Nev.
--
--
________________________________________________________________________________
| From: | Richard Holder <rholder(at)avnet.co.uk> |
| Subject: | Re: Trim indication when transmitting |
>
>
> Nev.....you are correct, when separated the problem is
> no more. So am going to run the aerial cable up through
> the wheel bay, the transponder cable already is in
> there.
>
> Ira, thanks for your comments as well
>
> Gavin Lee #355
I would recommend that the COM and Transponder cables are
also kept separate. Both "transmit" and affect things
around them.
The NAV cable (which is receive only) can be bundled with
other stuff.
Richard Holder
Europa Classic TriGear #51 G-OWWW High Cross
________________________________________________________________________________
| From: | "mau11" <mau11(at)free.fr> |
| Subject: | Autopilot Installation |
Hello Carl,
Do you have a detail picture of this installation?
Thanks
Michel Builder N145 monowheel
-----Message d'origine-----
De: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] De la part de Carl
Pattinson
Envoy: lundi 21 mars 2005 11:09
: europa-list(at)matronics.com
Objet: Re: Europa-List: Autopilot Installation
We fitted ours to the bottom of the control stick (attached to the bolt
that
goes thru the bottom yoke). The drive box sits below the pilots right
thigh
with a plywood cover over it. No drilling or riveting required for this
mod
and the servo motor is easily accessible for any adjustments.
Carl pattinson
G-LABS
----- Original Message -----
From: "Moore, Dave" <Dave.Moore(at)lr.org>
Subject: Europa-List: Autopilot Installation
>
> Folks,
>
> I want to install a Navaid-type wing leveller (Trio EZ Pilot) into my
> completed, but not yet installed, cockpit module.
>
> Has anyone got a design for attaching a drive arm to an aileron torque
> tube, which is already bonded into the cockpit module?
>
> Cutting a CS03 bush in half (so that it forms a saddle), riveting a
> drive arm to it and then riveting the assembly to the torque tube, has
> been suggested and appears sensible. However, it would challenge my
> limited skills to drill the torque tube and get a pop riveter
accurately
> to the location.
>
> Is there a clamping arrangement, preferably 'PFA-approved', that I
> could put on to the torque tube.??
>
> For example, could I 'simply' use half a CS03 bush and a couple of
hose
> clamps. (That's what RV folk have used for attachment to aileron push
> rods, but that may not be wise for a rotational force..??)
>
> With thanks,
>
> Dave Moore
>
> Monowheel #550
> Aberdeen, UK
>
>
>
=
=
________________________________________________________________________________
| Subject: | RE: RE : Autopilot Installation |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
I've seen something like what is described here:
http://www.europaowners.org/autopilot-servo
Hope that helps,
Steved
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Setting wing incidence |
William Daniell"
Subject: RE: Europa-List: Setting wing incidence
FILETIME=[BE207310:01C571C9]
Graham
Did (you) make another template for the position described?
Or how did you get the angle at this point?
Will
Will
yes but a very basic one, a Vee on its side for the leading edge and a pad to
rest on the top surface at the trailing edge. The bit in between is not so influencial
in roll anyway,
The plans described root template is not particularly accurate either, it doesn't
show the reflex at the TE that the CAD coordinates show. I always go for the
maximum possible retraction of the flaps, slightly up if possible, gives a better
cruise
Graham
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[7CD21EA0:01C57281]
Graham thanks - so the idea is more one of the incidence being the same mid-
wing rather than a specific angle?
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Graham
Singleton
Subject: Europa-List: Setting wing incidence
William Daniell"
Subject: RE: Europa-List: Setting wing incidence
FILETIME=[BE207310:01C571C9]
Graham
Did (you) make another template for the position described?
Or how did you get the angle at this point?
Will
Will
yes but a very basic one, a Vee on its side for the leading edge and a pad
to rest on the top surface at the trailing edge. The bit in between is not
so influencial in roll anyway,
The plans described root template is not particularly accurate either, it
doesn't show the reflex at the TE that the CAD coordinates show. I always go
for the maximum possible retraction of the flaps, slightly up if possible,
gives a better cruise
Graham
________________________________________________________________________________
| From: | "Erich Trombley" <erichdtrombley(at)juno.com> |
| Subject: | Bungee for mono-wheel |
I have a request from a Europa flyer not on the list. Does anyone have the dimensions
of the bungee used in the mono? I need diameter and length. Thanks
Erich Trombley
N28ET
Get Juno Platinum for as low as $6.95/month!
Visit http://www.juno.com/bestoffer to sign up today!
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | info on europa I-BETH sought |
I've heard through a normally reliable source that an
Italian-registered Europa (I-BETH) has been damaged in a runway
over-run incident at Biella-Cerrione. I wasn't aware of any Europas
flying in Italy yet, although I knew there were 2 in build: Christian
Folco's kit 338 and Franco Ghiglione's kit 341.
Does anyone know which one of these is I-BETH? (Or if I-BETH is a
completely different one!!)
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Setting wing incidence |
Graham thanks - so the idea is more one of the incidence being the same mid-
wing rather than a specific angle?
Will
Will
sorry, I was too brief again, (getting too lazy to type)
The effective angle of attack imho is more dependant on the relationship between
the center of the leading edge radius and the trailing edge than the bit in
between. this can be anything between a flat plate and a thick ellipse and still
have the same angle of attack. Lift is more or less linearly related to AoA
in the cruise. This is when a built in roll will be most irritating. You will
need roll trim, which is useful anyway to account for assymetrical loading.
Graham
________________________________________________________________________________
| From: | "Roger Mills" <Roger.Mills(at)btinternet.com> |
| Subject: | Re: Bungee for mono-wheel |
Eric,
The one I recently replaced (may have stretched a little in 5 =BD years=92 use)
measures:
3/8inch diameter and 21foot long. (10mm x 6.4M)
Regards
Roger Mills
G-BVUV (Europa 141)
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Bungee for mono-wheel |
>
>
> Eric,
>
> The one I recently replaced (may have stretched a little in 5 =BD years=92
> use)
> measures:
>
> Roger Mills
>
Roger,
Did you have to remove the engine to replace the Bungee ?
Paul
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[AB193220:01C57345]
OK I am learning bit by bit.
I think that I was not being clear I meant mid wing span wise not cord wise
but your clarification is useful to say the least.
So the cord is the line/distance between the leading edge and the trailing
edge so that in this instance the angle of incidence is cord 2.5 deg leading
edge up relative to the datum line which is the left windowsill. The
template is merely a method of measuring this - one could for example attach
a straight edge to Leading edge and Trailing edge and achieve the same
effect.
So the next question is roll trim...I am assuming this is a servo embedded
in the aileron connected to a trim tab in the ? right wing.
Anyone have any advice on this type of servo etc?
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Graham
Singleton
Subject: Europa-List: Setting wing incidence
Graham thanks - so the idea is more one of the incidence being the same mid-
wing rather than a specific angle?
Will
Will
sorry, I was too brief again, (getting too lazy to type)
The effective angle of attack imho is more dependant on the relationship
between the center of the leading edge radius and the trailing edge than the
bit in between. this can be anything between a flat plate and a thick
ellipse and still have the same angle of attack. Lift is more or less
linearly related to AoA in the cruise. This is when a built in roll will be
most irritating. You will need roll trim, which is useful anyway to account
for assymetrical loading.
Graham
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Re: Setting wing incidence |
Hey Will,
I'll be interested in people's response as to right or left wing. Many have
put it on the left so they can have a visual on it. But I think it should be
on the right to that the smooth portion of the trim tab raises up into the
airflow as opposed to the left wing where the linkage side of the trim tab
lowers into the airflow.
As for servo info, mine is an MAC S9 Trim System from Menzimer Aircraft for
about $180. But their website has expired so you might want to check Aircraft
Spruce for their RAC Electric Trim Servos. They look identical. There are
also pix in the Europa Forum from those that have already done it.
Good luck.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Setting wing incidence |
FILETIME=[977A26E0:01C57375]
Mike,
Thanks - I think (not sure yet) I am planning to get everything together and
flying and then, only if necessary fit a trim.
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
DuaneFamly(at)aol.com
Subject: Re: Europa-List: Setting wing incidence
Hey Will,
I'll be interested in people's response as to right or left wing. Many have
put it on the left so they can have a visual on it. But I think it should be
on the right to that the smooth portion of the trim tab raises up into the
airflow as opposed to the left wing where the linkage side of the trim tab
lowers into the airflow.
As for servo info, mine is an MAC S9 Trim System from Menzimer Aircraft for
about $180. But their website has expired so you might want to check
Aircraft
Spruce for their RAC Electric Trim Servos. They look identical. There are
also pix in the Europa Forum from those that have already done it.
Good luck.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| From: | "Dean Seitz" <daseitz(at)cfl.rr.com> |
| Subject: | Oil and Head temps |
Some advise needed from the 914 guys with XS cowls. Took my third flight
today and my oil temp after leveling out was running at 250 deg F. and head
temp was 220 deg F. The weather is really bad around Florida right now.
Today the temp was about 95 deg and around 100% humidity. Are these temps
normal for this heat and humidity. Anyone running in this kind of weather
that can give me their temps?
Thanks
Dean Seitz
Kit A284A N284A
Trigear XS hightop 914 Airmaster CS prop
________________________________________________________________________________
| From: | "Stephan Cassel" <cassel(at)sensewave.com> |
| Subject: | Setting wing incidence |
Hi Will,
This is my approach as well: Wait and see.
I think Tony Krzyzewski has tested a simple string attachment to the
control-stick in order to trim. According to my memories it worked very
well.
Stephan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Subject: RE: Europa-List: Setting wing incidence
Mike,
Thanks - I think (not sure yet) I am planning to get everything together
and
flying and then, only if necessary fit a trim.
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
DuaneFamly(at)aol.com
Subject: Re: Europa-List: Setting wing incidence
Hey Will,
I'll be interested in people's response as to right or left wing. Many
have
put it on the left so they can have a visual on it. But I think it
should be
on the right to that the smooth portion of the trim tab raises up into
the
airflow as opposed to the left wing where the linkage side of the trim
tab
lowers into the airflow.
As for servo info, mine is an MAC S9 Trim System from Menzimer Aircraft
for
about $180. But their website has expired so you might want to check
Aircraft
Spruce for their RAC Electric Trim Servos. They look identical. There
are
also pix in the Europa Forum from those that have already done it.
Good luck.
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
________________________________________________________________________________
| Subject: | Oil and Head temps |
| From: | "Terry Seaver (terrys)" <terrys(at)cisco.com> |
Hi Dean,
We have an XS with 912S, so our experience will not be apples-to-apples,
but:
1) On a 100 degF day at about 7,500 foot density altitude (which means
poorer cooling than at sea level), we got about 240 deg F oil temp on
climb out. After we made our cowl mods, this same condition resulted in
220 deg F oil temp. See those 'engine compartment cooling' mods at;
http://terryseaver.home.comcast.net/N135TD_mods.htm
2) Be aware that the standard Rotax oil temp sender location is at the
coolest part of the oil system, right after the oil cooler. We added a
thermocouple at the inlet to the oil tank, and measured temps 50 deg F
higher in climb and 40 deg F higher in cruise, when compared to the
'standard' oil temp.
Regards,
Terry Seaver
A135 / N135TD
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Dean Seitz
Subject: Europa-List: Oil and Head temps
Some advise needed from the 914 guys with XS cowls. Took my third flight
today and my oil temp after leveling out was running at 250 deg F. and
head temp was 220 deg F. The weather is really bad around Florida right
now.
Today the temp was about 95 deg and around 100% humidity. Are these
temps normal for this heat and humidity. Anyone running in this kind of
weather that can give me their temps?
Thanks
Dean Seitz
Kit A284A N284A
Trigear XS hightop 914 Airmaster CS prop
________________________________________________________________________________
| From: | <kbcarpenter(at)comcast.net> |
| Subject: | Re: Oil and Head temps |
The new Evans coolant is supposed to help that problem. Your temps are a
little high but then, it sounds hot down there. When I fly on 90 degree
days, I climb at 100K and that keeps it cooler. I have not yet put in the
Evans stuff but probably will later this summer.
Ken Carpenter
914 Mono
----- Original Message -----
From: "Dean Seitz" <daseitz(at)cfl.rr.com>
Subject: Europa-List: Oil and Head temps
>
> Some advise needed from the 914 guys with XS cowls. Took my third flight
> today and my oil temp after leveling out was running at 250 deg F. and
> head
> temp was 220 deg F. The weather is really bad around Florida right now.
> Today the temp was about 95 deg and around 100% humidity. Are these temps
> normal for this heat and humidity. Anyone running in this kind of weather
> that can give me their temps?
>
> Thanks
>
> Dean Seitz
> Kit A284A N284A
> Trigear XS hightop 914 Airmaster CS prop
>
>
>
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Oil and Head temps |
Ken et al....
I found that my 914 ran about 15 F. hotter with the Evans coolant.
Paul
>
> The new Evans coolant is supposed to help that problem. Your temps are a
> little high but then, it sounds hot down there. When I fly on 90 degree
> days, I climb at 100K and that keeps it cooler. I have not yet put in
> the
> Evans stuff but probably will later this summer.
> Ken Carpenter
> 914 Mono
________________________________________________________________________________
| From: | <kbcarpenter(at)comcast.net> |
| Subject: | Re: Oil and Head temps |
Nothing beats water for cooling but Lockwood said it was better because it
does not boil in local areas of the heads as water does.
ken
----- Original Message -----
From: "Paul McAllister" <paul.mcallister(at)qia.net>
Subject: Re: Europa-List: Oil and Head temps
>
>
> Ken et al....
>
> I found that my 914 ran about 15 F. hotter with the Evans coolant.
>
> Paul
>
>
>>
>> The new Evans coolant is supposed to help that problem. Your temps are a
>> little high but then, it sounds hot down there. When I fly on 90 degree
>> days, I climb at 100K and that keeps it cooler. I have not yet put in
>> the
>> Evans stuff but probably will later this summer.
>> Ken Carpenter
>> 914 Mono
>
>
>
________________________________________________________________________________
| From: | SPurpura(at)aol.com |
| Subject: | Re: Oil and Head temps |
PUT IN THE EVANS COOLANT,HIGHER TEMPS BUT
NO CHANCE OF BOILING. I LIKE IT AND HAVE NOT HAD ANY COOLANT
BOIL OUT SINCE, AND YOUR OIL TEMPS SOUND A BIT HIGH.
SAM N77EU, 914 W XS COWLING
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Oil and Head temps |
Dean, My temps can readily reach 100C (212F) while taxying in hot weatherif
you have to hang about waiting for others to clear, and a climb to 3000' at
full wellycan put both oil & water up nearer 130C (266F). Once in cruise
they settle down to somewhere around 90C. Suggest changing to Centigrade -
sounds less alarming, and besides its progress! Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Dean Seitz" <daseitz(at)cfl.rr.com>
Subject: Europa-List: Oil and Head temps
>
> Some advise needed from the 914 guys with XS cowls. Took my third flight
> today and my oil temp after leveling out was running at 250 deg F. and
head
> temp was 220 deg F. The weather is really bad around Florida right now.
> Today the temp was about 95 deg and around 100% humidity. Are these temps
> normal for this heat and humidity. Anyone running in this kind of weather
> that can give me their temps?
>
> Thanks
>
> Dean Seitz
> Kit A284A N284A
> Trigear XS hightop 914 Airmaster CS prop
________________________________________________________________________________
| From: | freefolk(at)screaming.net |
I would like to try using a Gurney Flap rather than a conventional trim tab
to take out about one pound of stick force on the ailerons. Does anyone
have suggestions on the size of such a device as a starter and position along
the trailing edge spanwise?
Brian Tarmar
G-OBJT
(half way through the test programme and large grin appearing)
Book yourself something to look forward to in 2005.
Cheap flights - http://www.tiscali.co.uk/travel/flights/
Bargain holidays - http://www.tiscali.co.uk/travel/holidays/
________________________________________________________________________________
| From: | "Houlihan,Tim" <tim.houlihan(at)oce.co.uk> |
I was advised (by Graham Singleton I think) that before adding tabs etc to
resolve roll trim issues you should look closely at the flap settings in the
up position.
slight asymmetry in the flap settings could easily cause uncommanded roll .
To show my own level of ignorance what is a Gurney flap ? if fancy I should
know but!!
Tim Houlihan
G-BZTH
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of
freefolk(at)screaming.net
Subject: Europa-List: Gurney Flaps
I would like to try using a Gurney Flap rather than a conventional trim tab
to take out about one pound of stick force on the ailerons. Does anyone
have suggestions on the size of such a device as a starter and position
along
the trailing edge spanwise?
Brian Tarmar
G-OBJT
(half way through the test programme and large grin appearing)
________________________________________________________________________________
| Subject: | Re: Gurney Flaps |
Had the same problem with my Acro 11 once, Try rigging a biplane
perfectly!!xxzz??!!
So slit a round pencil lenthwise then experemented the length by bonding
under trailing edge of offending aileron. Problem cured.
Dave Park
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Fancy trying your hand at running the PFA? |
Folks,
It=92s that time of year again =96 the PFA EC nominations! They have to be in by
23rd July.
This year we have 2, possibly 3, long-term members of the EC standing down.
We also have a spare place that was not filled last year. So a minimum of 3
new folks are needed, and more are always welcome.
It would be great to get more of a Europa community presence on the EC =96 we
already have Alan Twigg and David Corbett as well as myself =96 so if you
think this is for you, please get your nomination in.
If anyone wants to discuss what EC membership involves, I=92d be happy to
discuss it one-on-one. It=92s certainly an eye-opener, and very rewarding.
Kind regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
=93If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.=94
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
________________________________________________________________________________
| From: | freefolk(at)screaming.net |
Thanks Dave and Mike for the split pencil advise, will give that a try.
Tim, my flaps were 0.4 degree out of alignment, but curing this didn't reduce
the sideforce. The Gurney Flap is named after Dan Gurney the US F1 and Sports
Car champion who discovered that a small lip perpendicular to the trailing
edge of the then fixed racing car rear wings could be used to adjust downforce
to suit conditions. Just try the web for a LOT of information.
Brian Tarmar G-OBJT
Book yourself something to look forward to in 2005.
Cheap flights - http://www.tiscali.co.uk/travel/flights/
Bargain holidays - http://www.tiscali.co.uk/travel/holidays/
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Gurney Flaps |
Also known as a Fletner strip, as pioneered in the First World War by means
of doping a strip of washing line to the TE of control surfaces. And
probably copied from someone else's application prior to that time.
There's nothing new under the sun!
Duncan McF.
----- Original Message -----
From: <freefolk(at)screaming.net>
Subject: Europa-List: Gurney Flaps
>
> Thanks Dave and Mike for the split pencil advise, will give that a try.
> Tim, my flaps were 0.4 degree out of alignment, but curing this didn't
> reduce
> the sideforce. The Gurney Flap is named after Dan Gurney the US F1 and
> Sports
> Car champion who discovered that a small lip perpendicular to the trailing
> edge of the then fixed racing car rear wings could be used to adjust
> downforce
> to suit conditions. Just try the web for a LOT of information.
>
>
> Brian Tarmar G-OBJT
________________________________________________________________________________
| Subject: | Test message Do not open |
Testing new subscription.
Sorry for the inconvenience.
Gilles Thesee
________________________________________________________________________________
| Subject: | Setting wing incidence |
| From: | "Tony Krzyzewski" <tonyk(at)kaon.co.nz> |
Received-SPF: none
>>> I think Tony Krzyzewski has tested a simple string attachment to the
control-stick in order to trim. According to my memories it worked very
well.
I can't take the credit for that as it was Russel Lister who came up
with the idea.... And it does work very well. For those who missed the
original posting the technique is stupidly simple....
A light bungy cord connected to the control column leads from there
towards the port side where yachting sheet(rope) clamp, attached to the
thigh support, is used to hold the bungy in place. The aircraft roll is
trimmed via a fixed roll trim tab so that the plane flies level with
just the pilot on board.
With just the pilot on board there should be no tension in the bungy.
With a passenger on board you simply tension the bungy until the plane
flies level and clip the bungy into the sheet clamp.
Regards
Tony
________________________________________________________________________________
| From: | "Tony Krzyzewski" <tonyk(at)kaon.co.nz> |
Received-SPF: none
Charlie
You might find the attached document useful for modifying the tailwheel.
Page size is A4.
Regards
tony
________________________________________________________________________________
| From: | "Tony Krzyzewski" <tonyk(at)kaon.co.nz> |
Received-SPF: none
May 27, 2005 - June 20, 2005
Europa-Archive.digest.vol-eu