Europa-Archive.digest.vol-ex
August 25, 2005 - September 17, 2005
You run the engine to reduce the turbo bearing temperatures, If you shut
down quickly after working the engine hard there is a risk of turning the
oil to carbon and destroying them over time,
Once the engine is shut down the oil ceases to flow through the turbo
bearings,
Ivor phillips
> I was also told that I should always let the engine run for at least 5
> mins before shut down ?
> Any thoughts on this please?
________________________________________________________________________________
Hi All
I am about to order some more of the battery operated fuel transfer
pumps as I have been asked by several people if I can get anymore. If
you want one please contact me so I know how many to order. The price
for this next lot is 28 ukp each incl postage to UK address (a little
more if you are abroad). For those of you that haven't seen them. They
fit perfectly into the top of a jerry can so no more spillages when
filling up the aircraft. They will also work with almost any other kind
of fuel container. I find mine is excellent to use.
Alan
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Laddingford Fly-in |
Hi Peter.
According to my records the Laddingford Fly-in is taking place this weekend. I
wonder if the arrangements can be confirmed please and posted to the Europa site.
It looks as though the weather should be up for it!
Cheers. Bryan
________________________________________________________________________________
| From: | "David Watts" <dg.watts(at)virgin.net> |
| Subject: | Re: Laddingford Fly-in |
Bryan,
on behalf of Peter, who does not monitor this site, the date for the
Laddingford Fly-in the the Europa Flyer was incorrect. (Shame because as you
have mentioned the weather is going to be good).
The correct date is September the 24th to coincide with Pete's 60th
birthday.
However if you or any other Europas would like to come to Laddingford this
weekend, then please do (landings are free for Europas). I personally will
not be there as I am working over the whole weekend and I know Pete is off
to Nigel Charles on Saturday but may well be there on the other days.
Dave Watts
G-BXDY
> Hi Peter.
> According to my records the Laddingford Fly-in is taking place this
weekend. I wonder if the arrangements can be confirmed please and posted to
the Europa site.
> It looks as though the weather should be up for it!
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Re: Laddingford Fly-in |
Thanks for that Dave.
In that case we will look forward to the 24th of September. Just as well we
checked I suppose.
Please make a point of booking really nice weather for that day, so that we
can all make it.
Best regards. Bryan
PS. Are you sure that Peter wants us to know he is that old.
----- Original Message -----
From: "David Watts" <dg.watts(at)virgin.net>
Subject: Re: Europa-List: Laddingford Fly-in
>
> Bryan,
>
> on behalf of Peter, who does not monitor this site, the date for the
> Laddingford Fly-in the the Europa Flyer was incorrect. (Shame because as
> you
> have mentioned the weather is going to be good).
>
> The correct date is September the 24th to coincide with Pete's 60th
> birthday.
>
> However if you or any other Europas would like to come to Laddingford this
> weekend, then please do (landings are free for Europas). I personally will
> not be there as I am working over the whole weekend and I know Pete is off
> to Nigel Charles on Saturday but may well be there on the other days.
>
> Dave Watts
> G-BXDY
>
>> Hi Peter.
>> According to my records the Laddingford Fly-in is taking place this
> weekend. I wonder if the arrangements can be confirmed please and posted
> to
> the Europa site.
>> It looks as though the weather should be up for it!
>
>
>
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
Hi David
Please can you confirm you received the briefing sheet? You should
receive another email this evening after the met check. The weather is
looking good for tomorrow.
Regards
Nigel
>>-----Original Message-----
>>From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-
>>server(at)matronics.com] On Behalf Of David Joyce
>>Sent: Monday, July 11, 2005 12:12
>>To: europa-list(at)matronics.com
>>Subject: Re: Europa-List: Lydeway Fly-In
>>
>>
>>
>>Nigel, Please may I be included . You may remember (I had to pull out
last
>>year afew days before because of some disaster. I will do my best to
avoid
>>such this year and would be delighted to fly some locals. Regards,
David
>>----- Original Message -----
>>From: "nigel charles" <nigelcharles(at)tiscali.co.uk>
>>To:
>>Subject: Europa-List: Lydeway Fly-In
>>
>>
>>
>>>
>>> I will be holding the Lydeway Fly-In again this year. The date will
be
>>> the 27th August with the 28th as a backup day in case of bad
weather. A
>>> free BBQ will be available in exchange for taking a couple of local
>>> residents on short local flights. The event is limited to 10
visiting
>>> aircraft. Priority is given to Europa Club members if the event is
over
>>> subscribed. For those not familiar Lydeway is an airstrip in the
middle
>>> of Wiltshire (790m grass 28/10). Anyone interested should e-mail me
at
>>> nigelcharles(at)tiscali.co.uk.
>>> .
>>>
>>> Nigel Charles
>>>
>>>
>>>
>>> Doctors.net.uk e-mail is protected from spam and viruses
>>>
>>> Doctors.net.uk - the network of 114,000 UK doctors
>>>
>>>
>>>
>>
>>
>>
>>
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Rotax 914 question? |
In addition to this
My turbo seized but not due to this - it seized from build up of carbon in
the hot side - which I gather is pretty weird. After cleaning it worked
fine.
The guy who runs the shop here says that it is a result of reducing power
quickly - and that to avoid this, on all turbos one should reduce power
slowly.
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of ivor.phillips
Subject: Re: Europa-List: Rotax 914 question?
You run the engine to reduce the turbo bearing temperatures, If you shut
down quickly after working the engine hard there is a risk of turning the
oil to carbon and destroying them over time,
Once the engine is shut down the oil ceases to flow through the turbo
bearings,
Ivor phillips
> I was also told that I should always let the engine run for at least 5
> mins before shut down ?
> Any thoughts on this please?
________________________________________________________________________________
| From: | "ivor.phillips" <ivor.phillips(at)ntlworld.com> |
| Subject: | Re: Rotax 914 question? |
Wil
Was you using predominantly Avgas 100LL or Unleaded ?
After many years working on turbo engines Both Petrol and diesel, I have
had turbine`s go badly out of balance due to carbon build up,
They makes a loud whistling noise, But never enough to seize, At least
that's better than the waste gate seizing and causing a overboost,
> My turbo seized but not due to this - it seized from build up of carbon in
> the hot side - which I gather is pretty weird. After cleaning it worked
> fine.
Ivor
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Rotax 914 question? |
100ll - because the premium mogas in Colombia where I live is only 91
octane.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of ivor.phillips
Subject: Re: Europa-List: Rotax 914 question?
Wil
Was you using predominantly Avgas 100LL or Unleaded ?
After many years working on turbo engines Both Petrol and diesel, I have
had turbine`s go badly out of balance due to carbon build up,
They makes a loud whistling noise, But never enough to seize, At least
that's better than the waste gate seizing and causing a overboost,
> My turbo seized but not due to this - it seized from build up of carbon in
> the hot side - which I gather is pretty weird. After cleaning it worked
> fine.
Ivor
________________________________________________________________________________
| From: | "ivor.phillips" <ivor.phillips(at)ntlworld.com> |
| Subject: | Re: Rotax 914 question? |
Thanks for that,! Another good reason to use unleaded if you can.
Ivor Phillips
XS486 London UK
100ll - because the premium mogas in Colombia where I live is only 91
> octane.
>
>> My turbo seized but not due to this - it seized from build up of carbon
>> in
>> the hot side - which I gather is pretty weird. After cleaning it worked
>> fine.
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Rotax 914 question? |
Yup think so - the engine as I understand it is designed for European
premium mogas
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of ivor.phillips
Subject: Re: Europa-List: Rotax 914 question?
Thanks for that,! Another good reason to use unleaded if you can.
Ivor Phillips
XS486 London UK
100ll - because the premium mogas in Colombia where I live is only 91
> octane.
>
>> My turbo seized but not due to this - it seized from build up of carbon
>> in
>> the hot side - which I gather is pretty weird. After cleaning it worked
>> fine.
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Rotax 914 question? |
Almost correct. It's intended to use European _standard_ mogas (95 Octane,
often referred to confusingly as 'premium', but North American folks please
we aware we measure Octane differently, quoting higher numbers for the same
stuff). The _premium_ stuff (97 to 98, often called 'super') is not
recommended for use in aircraft (some volatility issues at altitude, I
believe).
As an aside for the UK folks, rumours are currently rife that Shell is about
to release V-Power here instead of the current Optimax - which means 99 or
100 Octane for your sports cars.
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 William Daniell
Subject: RE: Europa-List: Rotax 914 question?
Yup think so - the engine as I understand it is designed for European
premium mogas
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of ivor.phillips
Subject: Re: Europa-List: Rotax 914 question?
Thanks for that,! Another good reason to use unleaded if you can.
Ivor Phillips
XS486 London UK
100ll - because the premium mogas in Colombia where I live is only 91
> octane.
>
>> My turbo seized but not due to this - it seized from build up of carbon
>> in
>> the hot side - which I gather is pretty weird. After cleaning it worked
>> fine.
________________________________________________________________________________
| Subject: | Rotax 914 question? |
This is all good stuff, but has anyone got any advice on my original
question. Which was; is it necessary (or desirable) to reduce manifold
pressure gradually in the decent prior to landing AND is it advisable to
let the engine run for several minutes on the ground before shut down to
allow the turbo to cool (with an oil supply) and if so how long?
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jeremy
Davey
Subject: RE: Europa-List: Rotax 914 question?
-->
Almost correct. It's intended to use European _standard_ mogas (95
Octane, often referred to confusingly as 'premium', but North American
folks please we aware we measure Octane differently, quoting higher
numbers for the same stuff). The _premium_ stuff (97 to 98, often called
'super') is not recommended for use in aircraft (some volatility issues
at altitude, I believe).
As an aside for the UK folks, rumours are currently rife that Shell is
about to release V-Power here instead of the current Optimax - which
means 99 or 100 Octane for your sports cars.
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 William
Daniell
Subject: RE: Europa-List: Rotax 914 question?
-->
Yup think so - the engine as I understand it is designed for European
premium mogas
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
ivor.phillips
Subject: Re: Europa-List: Rotax 914 question?
Thanks for that,! Another good reason to use unleaded if you can. Ivor
Phillips XS486 London UK
100ll - because the premium mogas in Colombia where I live is only 91
> octane.
>
>> My turbo seized but not due to this - it seized from build up of
>> carbon
>> in
>> the hot side - which I gather is pretty weird. After cleaning it
worked
>> fine.
________________________________________________________________________________
| Subject: | Re: Rotax 914 question? |
Alan Burrows a crit :
>
>This is all good stuff, but has anyone got any advice on my original
>question. Which was; is it necessary (or desirable) to reduce manifold
>pressure gradually in the decent prior to landing AND is it advisable to
>let the engine run for several minutes on the ground before shut down to
>allow the turbo to cool (with an oil supply) and if so how long?
>
>Alan
>
>
Alan,
My previous post answered each point.
I would suggest you read again your Rotax 914 owner manual. The answers
are in it too.
- 1 inch reduction during descent etc.. : this is all hangar tales and
old women stories. While it is always advisable not to reduce power too
abruptly, you may perform a cruise power descent with the 914. You may
descend at any power setting you choose within the book recommendations.
By the way, if your aircraft is reasonably sleek, you'll need to reduce
power to achieve flap speed in the circuit. Not too abruptly though. Say
2 or three second to retard the throttle from cruise.
- 5 minute idle before shutting down : for reasons already stated a
turbo engine needs some idling before shut down. The book sez "a few
minutes". So why five an not 6 or 4 ? It all depends on what you did
with your engine before shut down. If you've just landed and taxied, you
may just shut down when you're parked. Remember approach needs only very
low power, and landing and taxiing can be performed at idle. So it is up
to you : when you think your temperatures are stabilized, you can shut down.
Hope this helps,
Regards,
Gilles Thesee
Grenoble, France
________________________________________________________________________________
| Subject: | Rotax 914 question? |
Thanks Gilles
I didn't get your earlier email for some reason, but than you for the
information. I would love to consult my Rotax book, but never got one
with the engine, but am now about to order one. Ok guys back to the fuel
issue, sorry I interrupted :-)
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gilles
Thesee
Subject: Re: Europa-List: Rotax 914 question?
--> <Gilles.Thesee@ac-grenoble.fr>
Alan Burrows a crit :
>--> <alan@kestrel-insurance.com>
>
>This is all good stuff, but has anyone got any advice on my original
>question. Which was; is it necessary (or desirable) to reduce manifold
>pressure gradually in the decent prior to landing AND is it advisable
>to let the engine run for several minutes on the ground before shut
>down to allow the turbo to cool (with an oil supply) and if so how
>long?
>
>Alan
>
>
Alan,
My previous post answered each point.
I would suggest you read again your Rotax 914 owner manual. The answers
are in it too.
- 1 inch reduction during descent etc.. : this is all hangar tales and
old women stories. While it is always advisable not to reduce power too
abruptly, you may perform a cruise power descent with the 914. You may
descend at any power setting you choose within the book recommendations.
By the way, if your aircraft is reasonably sleek, you'll need to reduce
power to achieve flap speed in the circuit. Not too abruptly though. Say
2 or three second to retard the throttle from cruise.
- 5 minute idle before shutting down : for reasons already stated a
turbo engine needs some idling before shut down. The book sez "a few
minutes". So why five an not 6 or 4 ? It all depends on what you did
with your engine before shut down. If you've just landed and taxied, you
may just shut down when you're parked. Remember approach needs only very
low power, and landing and taxiing can be performed at idle. So it is up
to you : when you think your temperatures are stabilized, you can shut
down.
Hope this helps,
Regards,
Gilles Thesee
Grenoble, France
________________________________________________________________________________
| Subject: | Re: Rotax 914 question? |
> I would love to consult my Rotax book, but never got one
>with the engine, but am now about to order one.
>
You can dowload the Rotax manuals at :
http://www.kodiakbs.com/tiintro.htm
I would strongly advise you register at the Rotax Owner mailing list to
automaticaly receive the service letters and bulletins.
FWIW,
Regards,
Gilles Thesee
Grenoble, France
________________________________________________________________________________
| From: | Jim Brown <acrojim(at)cfl.rr.com> |
| Subject: | Re: Rotax 914 question? |
Alen
Allen in my normal cruise I run the 914 at 5300 RPM and 34" MP When I am about
10
minutes from landing I start to reduce the MP pressure one inch, then run about
two minutes and reduce the MP another inch, and so on, until I'm at 28 or 29"
MP. At this point the turbo is not producing any boost, and then it will start
spooling down. By the time I land the turbo has cooled down to normal temp's and
I shut down the engine, once I'm parked.
Turbos generate a lot of heat when they are being used. I find its better for me
to cool it down in the air rather than set on the ground and run the engine for
five minutes, before shut down. Besides here in Florida ground running for 5
minutes with a heat soaked engine means the coolant will overflow!!!!!!
Jim Brown
N398JB
Alan Burrows wrote:
>
> This is all good stuff, but has anyone got any advice on my original
> question. Which was; is it necessary (or desirable) to reduce manifold
> pressure gradually in the decent prior to landing AND is it advisable to
> let the engine run for several minutes on the ground before shut down to
> allow the turbo to cool (with an oil supply) and if so how long?
>
> Alan
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jeremy
> Davey
> To: europa-list(at)matronics.com
> Subject: RE: Europa-List: Rotax 914 question?
>
> -->
>
> Almost correct. It's intended to use European _standard_ mogas (95
> Octane, often referred to confusingly as 'premium', but North American
> folks please we aware we measure Octane differently, quoting higher
> numbers for the same stuff). The _premium_ stuff (97 to 98, often called
> 'super') is not recommended for use in aircraft (some volatility issues
> at altitude, I believe).
>
> As an aside for the UK folks, rumours are currently rife that Shell is
> about to release V-Power here instead of the current Optimax - which
> means 99 or 100 Octane for your sports cars.
>
> 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 William
> Daniell
> To: europa-list(at)matronics.com
> Subject: RE: Europa-List: Rotax 914 question?
>
> -->
>
> Yup think so - the engine as I understand it is designed for European
> premium mogas
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
> ivor.phillips
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: Rotax 914 question?
>
>
>
> Thanks for that,! Another good reason to use unleaded if you can. Ivor
> Phillips XS486 London UK
>
> 100ll - because the premium mogas in Colombia where I live is only 91
> > octane.
> >
> >> My turbo seized but not due to this - it seized from build up of
> >> carbon
> >> in
> >> the hot side - which I gather is pretty weird. After cleaning it
> worked
> >> fine.
>
________________________________________________________________________________
| Subject: | Re: Rotax 914 question? |
Jim Brown a crit :
>
>Alen
>
>Allen in my normal cruise I run the 914 at 5300 RPM and 34" MP
>
Jim and all,
Those numbers correspond to rather high settings. While the engine may
run at 100 % continuous, what is the point for a cruise above 75 % ?
Here are excerpts from the 914 operator's manual :
/100 % power is 5500 RPM / 35"
75 % power is 5000 RPM / 31"
65 % power is 4800 RPM / 29"/
/10.3.8) Engine shut-off
Normally the cooling down of the engine during descending and taxiing
will be sufficient to allow the engine to be shut off as soon as the
aircraft is stopped.
At increased operating temperatures continue to idle until temperature
will drop to "normal operation level", see Chapter 10.1).
Allow a cooling run of at least 1 min. as an engine shu-off at high
temperature is especially harmful for the turbo charger. Carburizing oil
might block the oil supply and firing in the muffler can occur.
/
FWIW,
Regards,
Gilles Thesee
Grenoble, France/
/
________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
| Subject: | Rotax 914 question? |
Speed. And the 912/914 series longevity is based on 5,000 plus cruise rpm's
It does NOTHING but save a little fuel running them lower. And carbon them
up quicker.
Jim T.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gilles Thesee
Subject: Re: Europa-List: Rotax 914 question?
--> <Gilles.Thesee@ac-grenoble.fr>
Jim Brown a crit :
>
>Alen
>
>Allen in my normal cruise I run the 914 at 5300 RPM and 34" MP
>
Jim and all,
Those numbers correspond to rather high settings. While the engine may run
at 100 % continuous, what is the point for a cruise above 75 % ?
Here are excerpts from the 914 operator's manual :
/100 % power is 5500 RPM / 35"
75 % power is 5000 RPM / 31"
65 % power is 4800 RPM / 29"/
/10.3.8) Engine shut-off
Normally the cooling down of the engine during descending and taxiing
will be sufficient to allow the engine to be shut off as soon as the
aircraft is stopped.
At increased operating temperatures continue to idle until temperature
will drop to "normal operation level", see Chapter 10.1).
Allow a cooling run of at least 1 min. as an engine shu-off at high
temperature is especially harmful for the turbo charger. Carburizing oil
might block the oil supply and firing in the muffler can occur.
/
FWIW,
Regards,
Gilles Thesee
Grenoble, France/
/
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
Good day,
Maybe a little off topic but not by much. Here's a little reaction test.
Please put down your P's & Q's while testing. The best I got was Rocketing
Rabbit. Try both hands, but one at a time.
_http://www.bbc.co.uk/science/humanbody/sleep/sheep/_
(http://www.bbc.co.uk/science/humanbody/sleep/sheep/)
Mike Duane A207
Redding, California
XS Conventional Gear
Catching up on many things.
________________________________________________________________________________
| Subject: | Re: Rotax 914 question? |
Hi Jim,
Understand your speed point, though running at 80% instead of 75% gives
you only a 2% speed gain. That's hardly an extra 2 knots.
Now, if speed is the main goal and longevity not a problem, why reduce
boost in descent ? As for the carbon issue, no Rotax 9xx I know of have
suffered of significant deposits.
Now saving fuel is indeed an honourable goal ;-)
Regards,
Gilles Thesee
Grenoble, France
>
>Speed. And the 912/914 series longevity is based on 5,000 plus cruise rpm's
>It does NOTHING but save a little fuel running them lower. And carbon them
>up quicker.
>
>
>
>--> <Gilles.Thesee@ac-grenoble.fr>
>
>
>Those numbers correspond to rather high settings. While the engine may run
>at 100 % continuous, what is the point for a cruise above 75 % ?
>
>
>
________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
| Subject: | Rotax 914 question? |
I won't argue with you. You run yours at "economy cruise" rpm's and see
what happens. I never did and never will.
Jim T
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gilles Thesee
Subject: Re: Europa-List: Rotax 914 question?
--> <Gilles.Thesee@ac-grenoble.fr>
Hi Jim,
Understand your speed point, though running at 80% instead of 75% gives you
only a 2% speed gain. That's hardly an extra 2 knots.
Now, if speed is the main goal and longevity not a problem, why reduce boost
in descent ? As for the carbon issue, no Rotax 9xx I know of have suffered
of significant deposits.
Now saving fuel is indeed an honourable goal ;-)
Regards,
Gilles Thesee
Grenoble, France
>-->
>
>Speed. And the 912/914 series longevity is based on 5,000 plus cruise
>rpm's It does NOTHING but save a little fuel running them lower. And
>carbon them up quicker.
>
>
>
>--> <Gilles.Thesee@ac-grenoble.fr>
>
>
>Those numbers correspond to rather high settings. While the engine may
>run at 100 % continuous, what is the point for a cruise above 75 % ?
>
>
>
________________________________________________________________________________
| From: | Jim Brown <acrojim(at)cfl.rr.com> |
| Subject: | Re: Rotax 914 question? |
Gilles;
I will correct my original E-Mail to show 33" MP rather than the 34" MP
as shown.
For me its the "sweet spot" on the engine. It has less vibration, its much
smoother running at this RPM as opposed to lower RPM settings. The
difference in
the fuel burn at 5300 RPM as opposed to 5000 RPM is nil.
This engine has served me well, for better than 600 + hours.
Jim Brown
N398JB
Gilles Thesee wrote:
>
> Jim Brown a crit :
>
> >
> >Alen
> >
> >Allen in my normal cruise I run the 914 at 5300 RPM and 34" MP
> >
> Jim and all,
>
> Those numbers correspond to rather high settings. While the engine may
> run at 100 % continuous, what is the point for a cruise above 75 % ?
>
> Here are excerpts from the 914 operator's manual :
>
> /100 % power is 5500 RPM / 35"
> 75 % power is 5000 RPM / 31"
> 65 % power is 4800 RPM / 29"/
>
> /10.3.8) Engine shut-off
>
> Normally the cooling down of the engine during descending and taxiing
> will be sufficient to allow the engine to be shut off as soon as the
> aircraft is stopped.
>
> At increased operating temperatures continue to idle until temperature
> will drop to "normal operation level", see Chapter 10.1).
>
> Allow a cooling run of at least 1 min. as an engine shu-off at high
> temperature is especially harmful for the turbo charger. Carburizing oil
> might block the oil supply and firing in the muffler can occur.
> /
> FWIW,
> Regards,
>
> Gilles Thesee
> Grenoble, France/
> /
>
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
Is anyone up for a Doth this week?
Bryan
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
Does anyone have a US source for the gas struts used on our Europas?
--
Jeff - N55XS
40 hours are done and phase II is in effect. The missus got her first ride, yeterday...
________________________________________________________________________________
| From: | "ctsmallwood" <ctsmallwood(at)onetel.com> |
| Subject: | Fuel smell 912S XS front fire wall |
Hi All
Occasional slight SMELL of fuel. ALL connections fully checked.
On both sides of fire wall(with developer).Fire Wall sealed prior to engine fit,
and again after engine/ flights.All Ally fittings aft. firewall
Only place I believe it may be originating from is the Air Box.
2 small holes under each connection to the Carbs(in Airbox).
and entering cockpit thro throttle and brake slots via tunnel
Any help greatly appreciated
Regards
Colin Smallwood
________________________________________________________________________________
| From: | "Tim Ward" <ward.t(at)xtra.co.nz> |
| Subject: | Re: Fuel smell 912S XS front fire wall |
Colin,
I have had the same problem. I believe it is the fuel hoses we got from
Europa that permeates the smell.(By the time I used them they were already 6
years old) I replaced all my 'inside fuselage' hoses with better quality
fuel injection hoses and that helped a lot. I now have a slight smell which
I believe are the hoses from the electric fuel pump forward which I didn't
replace but shall do shortly.
Have a smell of the hoses in the engine compartment. These were the ones
with steel braiding from the electric fuel pump forward to be replaced!
Hope it is of help.
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: "ctsmallwood" <ctsmallwood(at)onetel.com>
Subject: Europa-List: Fuel smell 912S XS front fire wall
>
> Hi All
> Occasional slight SMELL of fuel. ALL connections fully checked.
> On both sides of fire wall(with developer).Fire Wall sealed prior to
> engine fit,
> and again after engine/ flights.All Ally fittings aft. firewall
> Only place I believe it may be originating from is the Air Box.
> 2 small holes under each connection to the Carbs(in Airbox).
> and entering cockpit thro throttle and brake slots via tunnel
> Any help greatly appreciated
> Regards
> Colin Smallwood
>
>
>
________________________________________________________________________________
| From: | "willie harrison" <willie.harrison(at)tinyonline.co.uk> |
| Subject: | Fuel smell 912S XS front fire wall |
Might be worth checking if fuel is slopping about in the tank and
splashing up into the filler pipe or vent pipes and then perhaps into
the cockpit via a poor joint.
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Wednesday DOTH |
Bryan, I am up for a DOTH on Friday (Weds is golf!), and could deliver your
Tour de France wine and Mark B's also if we can arrange a suitable
destination. Regards, David
----- Original Message -----
From: "Bryan Allsop" <bryan(at)blackballclub.com>
Subject: Europa-List: Wednesday DOTH
>
> Is anyone up for a Doth this week?
>
> Bryan
>
>
> ________________________________________________________________________
> How to respond to a major incident - essential training for all UK doctors
> http://www.doctors.net.uk/bioterrorism
> _______________________________________________________________________
>
>
________________________________________________________________________________
| From: | Jim Brown <acrojim(at)cfl.rr.com> |
| Subject: | Re: Rotax 914 question? |
Hi Jim;
I wonder if he will post having a bad miss in the engine when the plugs foul
during "economy cruise"????
Jim Brown
Jim Thursby wrote:
>
> I won't argue with you. You run yours at "economy cruise" rpm's and see
> what happens. I never did and never will.
>
> Jim T
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gilles Thesee
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: Rotax 914 question?
>
> --> <Gilles.Thesee@ac-grenoble.fr>
>
> Hi Jim,
>
> Understand your speed point, though running at 80% instead of 75% gives you
> only a 2% speed gain. That's hardly an extra 2 knots.
> Now, if speed is the main goal and longevity not a problem, why reduce boost
> in descent ? As for the carbon issue, no Rotax 9xx I know of have suffered
> of significant deposits.
> Now saving fuel is indeed an honourable goal ;-)
>
> Regards,
>
> Gilles Thesee
> Grenoble, France
>
> >-->
> >
> >Speed. And the 912/914 series longevity is based on 5,000 plus cruise
> >rpm's It does NOTHING but save a little fuel running them lower. And
> >carbon them up quicker.
> >
> >
> >
>
> >--> <Gilles.Thesee@ac-grenoble.fr>
> >
> >
> >Those numbers correspond to rather high settings. While the engine may
> >run at 100 % continuous, what is the point for a cruise above 75 % ?
> >
> >
> >
>
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Re: Wednesday/Friday DOTH |
Hi David,
I totally understand your priorities in life. Golf comes first eh? Just glad
you didn't suggest Thursday.
I have discussed the problem with Richard, and he is up for doing one on
Wednesday, and one on Friday. Seems like a good idea.
The outcome is that we have elected to do Panshanger (pilot freebie) on
Wednesday, and Caernarfon on Friday. Caernarfon is not a freebie, but it is
a nice place, and the butties are excellent.
Hope that suits all.
Cheers. Bryan
> Bryan, I am up for a DOTH on Friday (Weds is golf!), and could deliver
> your
> Tour de France wine and Mark B's also if we can arrange a suitable
> destination. Regards, David
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Rotax 914 question? |
OK, I'll bite!
I cruise at about 4,000rpm. And have done for over 200 hours of use,
excepting climb-out at 4,800 and the odd spurt to see how fast it will go.
The plugs are squeaky-clean. The piston crowns are quite clean. There is no
loss of compression or performance that suggests that the piston rings are
coked. The engine uses virtually no oil between changes and the oil
discolouration is mid brown colour at 100 hours.
Our local Rotax dealer commented flippantly that at these speeds the engine
would 'last forever'!
Now for the science bit: Engine wear will be a function of loading (all
other things being equal (for example adequate thermal control, proper
lubrication and sliding velocities less than 20m/s)). The more load the more
wear. Gas loads reach a maximum at 4800 rpm. Mechanical loads increase with
the square of the crank rotational speed. So, these inertial loads will be
56% greater at 5,000 rpm than at 4,000 rpm.
However, there is a point where gas loads will be at an optimum and will
balance some of the inertial loads. That speed is said to be at around 3300
rpm on a Lycoming. I don't know where it is on a Rotax; someone care to work
out the maths using a function of BMEP and piston/rod inertias? Or let me
know what a Rotax piston and rod weighs, plus the length of a rod between
centres, and I'll do it.
Duncan Mcf.
----- Original Message -----
From: "Jim Brown" <acrojim(at)cfl.rr.com>
Subject: Re: Europa-List: Rotax 914 question?
>
> Hi Jim;
>
> I wonder if he will post having a bad miss in the engine when the plugs
> foul
> during "economy cruise"????
>
> Jim Brown
>
> Jim Thursby wrote:
>
>>
>>
>> I won't argue with you. You run yours at "economy cruise" rpm's and see
>> what happens. I never did and never will.
>>
>> Jim T
>>
>> -----Original Message-----
>> From: owner-europa-list-server(at)matronics.com
>> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gilles
>> Thesee
>> To: europa-list(at)matronics.com
>> Subject: Re: Europa-List: Rotax 914 question?
>>
>> --> <Gilles.Thesee@ac-grenoble.fr>
>>
>> Hi Jim,
>>
>> Understand your speed point, though running at 80% instead of 75% gives
>> you
>> only a 2% speed gain. That's hardly an extra 2 knots.
>> Now, if speed is the main goal and longevity not a problem, why reduce
>> boost
>> in descent ? As for the carbon issue, no Rotax 9xx I know of have
>> suffered
>> of significant deposits.
>> Now saving fuel is indeed an honourable goal ;-)
>>
>> Regards,
>>
>> Gilles Thesee
>> Grenoble, France
>>
>> >-->
>> >
>> >Speed. And the 912/914 series longevity is based on 5,000 plus cruise
>> >rpm's It does NOTHING but save a little fuel running them lower. And
>> >carbon them up quicker.
>> >
>> >
>> >
>>
>> >--> <Gilles.Thesee@ac-grenoble.fr>
>> >
>> >
>> >Those numbers correspond to rather high settings. While the engine may
>> >run at 100 % continuous, what is the point for a cruise above 75 % ?
>> >
>> >
>> >
>>
>
>
>
________________________________________________________________________________
| From: | SPurpura(at)aol.com |
TRY MCMASTERCARR.COM
SAM N77EU
________________________________________________________________________________
| From: | "Thomas Scherer" <thomas(at)scherer.com> |
| Subject: | Re: Rotax 914 question? |
My engine ( a plain old 912) has 720 hrs on it now and at last check showed virtually
no sign of use. I also run it at 4ooo rpm for economy cruise. I see less
than 10 liters per hour of fuel flow (in cold air). I could not think of any
reason why the engine would wear prematurely if run at such speeds (or does idle
kill engines ?). Every millimeter the throttle can be pulled back will improve
fuel flow. Only a tick more and she uses 14 liters with only a 2 knot gain
in speed.
I am looking forward to building those glider wings and partially wet them. With
onboard fuel (and only a slight disregard of gross weight) the endurance could
be pushed to over 30 hours. Where would you rather be than in the air ?
happy skies,
----- Original Message -----
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Rotax 914 question?
Date: Tue, 30 Aug 2005 00:07:58 +0100
>
>
>
> OK, I'll bite!
> I cruise at about 4,000rpm. And have done for over 200 hours of use,
> excepting climb-out at 4,800 and the odd spurt to see how fast it will go.
> The plugs are squeaky-clean. The piston crowns are quite clean. There is no
> loss of compression or performance that suggests that the piston rings are
> coked. The engine uses virtually no oil between changes and the oil
> discolouration is mid brown colour at 100 hours.
> Our local Rotax dealer commented flippantly that at these speeds the engine
> would 'last forever'!
>
> Now for the science bit: Engine wear will be a function of loading (all
> other things being equal (for example adequate thermal control, proper
> lubrication and sliding velocities less than 20m/s)). The more load the more
> wear. Gas loads reach a maximum at 4800 rpm. Mechanical loads increase with
> the square of the crank rotational speed. So, these inertial loads will be
> 56% greater at 5,000 rpm than at 4,000 rpm.
>
> However, there is a point where gas loads will be at an optimum and will
> balance some of the inertial loads. That speed is said to be at around 3300
> rpm on a Lycoming. I don't know where it is on a Rotax; someone care to work
> out the maths using a function of BMEP and piston/rod inertias? Or let me
> know what a Rotax piston and rod weighs, plus the length of a rod between
> centres, and I'll do it.
>
>
> Duncan Mcf.
> ----- Original Message -----
> From: "Jim Brown" <acrojim(at)cfl.rr.com>
> To:
> Subject: Re: Europa-List: Rotax 914 question?
>
>
> >
> > Hi Jim;
> >
> > I wonder if he will post having a bad miss in the engine when the plugs foul
> > during "economy cruise"????
> >
> > Jim Brown
> >
> > Jim Thursby wrote:
> >
> >>
> >> I won't argue with you. You run yours at "economy cruise" rpm's and see
> >> what happens. I never did and never will.
> >>
> >> Jim T
> >>
> >> -----Original Message-----
> >> From: owner-europa-list-server(at)matronics.com
> >> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gilles Thesee
> >> To: europa-list(at)matronics.com
> >> Subject: Re: Europa-List: Rotax 914 question?
> >>
> >> --> <Gilles.Thesee@ac-grenoble.fr>
> >>
> >> Hi Jim,
> >>
> >> Understand your speed point, though running at 80% instead of 75% gives you
> >> only a 2% speed gain. That's hardly an extra 2 knots.
> >> Now, if speed is the main goal and longevity not a problem, why reduce boost
> >> in descent ? As for the carbon issue, no Rotax 9xx I know of have suffered
> >> of significant deposits.
> >> Now saving fuel is indeed an honourable goal ;-)
> >>
> >> Regards,
> >>
> >> Gilles Thesee
> >> Grenoble, France
> >>
> >> >-->
> >> >
> >> >Speed. And the 912/914 series longevity is based on 5,000 plus cruise
> >> >rpm's It does NOTHING but save a little fuel running them lower. And
> >> >carbon them up quicker.
> >> >
> >> >
> >> >
> >>
> >> >--> <Gilles.Thesee@ac-grenoble.fr>
> >> >
> >> >
> >> >Those numbers correspond to rather high settings. While the engine may
> >> >run at 100 % continuous, what is the point for a cruise above 75 % ?
> >> >
> >> >
> >> >
> >>
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
| Subject: | Rotax 914 question? |
Don't know about your source but the person I trusted (as did many others
including Rotax) to keep me informed about the Rotax engines always stated
"the 912/914 series engine is happiest and will get the best longevity ABOVE
5,000 RPM in the cruise". He is now gone as of July of this year but his
experience was trusted enough that Kodiak research and Rotax called him to
assist in product development. Glen had forgotten more about Rotax engines
than most of us could ever learn. He never steered me or anyone I know
wrong, and I trusted his opinions and ideas about these engines with my life
on more than one occasion.
Oh, and you WILL foul plugs on 100 LL and reduced power settings
eventually. Or put up with the auto gas smell. Or have to add TCP all the
time. When you have 1,000 plus hours on a 912/914 come back and let us
know how you're doing. Keep an eye on the gearbox too.
Jim T.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
McFadyean
Subject: Re: Europa-List: Rotax 914 question?
-->
OK, I'll bite!
I cruise at about 4,000rpm. And have done for over 200 hours of use,
excepting climb-out at 4,800 and the odd spurt to see how fast it will go.
The plugs are squeaky-clean. The piston crowns are quite clean. There is no
loss of compression or performance that suggests that the piston rings are
coked. The engine uses virtually no oil between changes and the oil
discolouration is mid brown colour at 100 hours.
Our local Rotax dealer commented flippantly that at these speeds the engine
would 'last forever'!
________________________________________________________________________________
| From: | "Vaughn & Gaye Teegarden" <N914VA(at)starband.net> |
I found this message to be of interest. My biggest concern with more than 30 hours
endurance is that more than my wings would be wet. I am putting a 914 in my
bird when the time comes, but have not seen a manual. I don't know what Rotax
recommends, but I plan to use Mobil 1 or Amsoil synthetics in mine, mainly for
the sake of the turbo.
Vaughn Teegarden
N914VA
standing here with wires in my hands and fear in my heart
"My engine ( a plain old 912) has 720 hrs on it now and at last check showed virtually
no sign of use. I also run it at 4ooo rpm for economy cruise. I see less
than 10 liters per hour of fuel flow (in cold air). I could not think of any
reason why the engine would wear prematurely if run at such speeds (or does
idle kill engines ?). Every millimeter the throttle can be pulled back will improve
fuel flow. Only a tick more and she uses 14 liters with only a 2 knot gain
in speed.
I am looking forward to building those glider wings and partially wet them. With
onboard fuel (and only a slight disregard of gross weight) the endurance could
be pushed to over 30 hours. Where would you rather be than in the air ?"
happy skies,
________________________________________________________________________________
| From: | John & Paddy Wigney <johnwigney(at)worldnet.att.net> |
| Subject: | Re: Fuel smell 912S XS front fire wall |
<<<<<<<
From: "ctsmallwood"
Subject: Europa-List: Fuel smell 912S XS front fire wall
Hi All Occasional slight SMELL of fuel. ALL connections fully checked. On both
sides of fire wall(with developer).Fire Wall sealed prior to engine fit, and
again after engine/ flights.All Ally fittings aft. firewall Only place I believe
it may be originating from is the Air Box. 2 small holes under each connection
to the Carbs(in Airbox). and entering cockpit thro throttle and brake slots
via tunnel Any help greatly appreciated Regards Colin Smallwood
>>>>>>>>>
Hi Colin,
These comments are really directed at others who may have this problem since I believe that you may have already used a leak detector (developer?). I installed the factory supplied fuel hose as per the standard kit instructions. After the first 100 hours I had an annoying intermittent fuel smell. I carefully inspected and checked all connections without finding anything. The problem seemed to get worse and I was still unable to find anything. I then procured some fluorescent leak detector additive. (Mine was Dye-Lite, see http://www.tracerline.com/ )
Anyway, before I had chance to try the detector, the leak developed into a drip.
At the main tank outlet, the hose had a crack under the hose clamp. I replaced
the length of hose.
My conclusions were :-
If I had to do it again, I would use aluminium tubing with AN flare fittings for
all fuselage fuel lines as I believe you have done. Ahead of the firewall, I
would probably use braided hose with swaged-on threaded hose fittings.
The factory supplied fuel hose with my kit has fabric braid on the outside only.
If there is a small leak, the fuel slowly wicks into the braid, evaporates and
is invisible. I believe that braid reinforcement in the wall of the hose is
much more preferable and will minimise hose cracking. If you choose to use a
fluorescent leak detector dye, it is important to get a good quality UV lamp or
you will have inadequate illumination.
Finally regarding the airbox, I notice that there is quite heavy staining inside
my airbox stub tubes from 100LL fuel dye. I usually fill with 100LL so I assume
there is quite a lot of neat fuel in there at some time. Am not sure how that
happens. An option for you might be to put small drain tubes onto these drain
holes and lead them to behind the wheel well.
Cheers, John
N262WF, mono XS, 912S, 430 hrs
Mooresville, North Carolina
704-664-4167
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Rotax 914 question? |
<>
Not disputed. This is a problem on the Katanas too; only they are generally
not run at low speeds, because of there frequent use as training machines.
But I've not experienced that for the short durations that I've used 100LL
and would have expected that to have occurred logically at any engine speed;
more so at higher power settings when there is more lead going into the
engine.
In fact logic is my guiding principle in the absence of proper evidence to
the contrary!
How's your 1000 hours at 5000rpm going? Will you make TBO? Katanas don't!
Duncan McF.
----- Original Message -----
From: "Jim Thursby" <jthursby(at)tampabay.rr.com>
Subject: RE: Europa-List: Rotax 914 question?
>
>
> Don't know about your source but the person I trusted (as did many others
> including Rotax) to keep me informed about the Rotax engines always stated
> "the 912/914 series engine is happiest and will get the best longevity
> ABOVE
> 5,000 RPM in the cruise". He is now gone as of July of this year but his
> experience was trusted enough that Kodiak research and Rotax called him to
> assist in product development. Glen had forgotten more about Rotax
> engines
> than most of us could ever learn. He never steered me or anyone I know
> wrong, and I trusted his opinions and ideas about these engines with my
> life
> on more than one occasion.
> Oh, and you WILL foul plugs on 100 LL and reduced power settings
> eventually. Or put up with the auto gas smell. Or have to add TCP all
> the
> time. When you have 1,000 plus hours on a 912/914 come back and let us
> know how you're doing. Keep an eye on the gearbox too.
>
> Jim T.
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
> McFadyean
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: Rotax 914 question?
>
> -->
>
> OK, I'll bite!
> I cruise at about 4,000rpm. And have done for over 200 hours of use,
> excepting climb-out at 4,800 and the odd spurt to see how fast it will go.
> The plugs are squeaky-clean. The piston crowns are quite clean. There is
> no
> loss of compression or performance that suggests that the piston rings are
> coked. The engine uses virtually no oil between changes and the oil
> discolouration is mid brown colour at 100 hours.
> Our local Rotax dealer commented flippantly that at these speeds the
> engine
> would 'last forever'!
>
>
>
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
Just to confirm Wednesday's DOTH to Panshanger. Their radio is 120.25.
Weather is good too.
Cheers Bryan
________________________________________________________________________________
| From: | "William Daniell" <wdaniell(at)etb.net.co> |
| Subject: | Re: Fuel smell 912S XS front fire wall |
There is another possible cause - as those who have had BMW bikes with Bing
carbs - they sometimes dump excess fuel if the float sticks. I have just
been looking at a friends 914 which has a sort of aluminium fuel catcher
arrangement underneath the carbs which is attached between the manifold and
the carb. This fuel catcher has a drain to the bottom of the cowling. I
assume that this was to drain fuel if the carbs should dump fuel - in other
words the same thing as the Beemers.
There was I seem to recall some corres about this earlier on in the year.
Will
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of John & Paddy
Wigney
Subject: Europa-List: Re: Fuel smell 912S XS front fire wall
<<<<<<<
From: "ctsmallwood"
Subject: Europa-List: Fuel smell 912S XS front fire wall
Hi All Occasional slight SMELL of fuel. ALL connections fully checked. On
both sides of fire wall(with developer).Fire Wall sealed prior to engine
fit, and again after engine/ flights.All Ally fittings aft. firewall Only
place I believe it may be originating from is the Air Box. 2 small holes
under each connection to the Carbs(in Airbox). and entering cockpit thro
throttle and brake slots via tunnel Any help greatly appreciated Regards
Colin Smallwood
>>>>>>>>>
Hi Colin,
These comments are really directed at others who may have this problem since
I believe that you may have already used a leak detector (developer?). I
installed the factory supplied fuel hose as per the standard kit
instructions. After the first 100 hours I had an annoying intermittent fuel
smell. I carefully inspected and checked all connections without finding
anything. The problem seemed to get worse and I was still unable to find
anything. I then procured some fluorescent leak detector additive. (Mine was
Dye-Lite, see http://www.tracerline.com/ )
Anyway, before I had chance to try the detector, the leak developed into a
drip. At the main tank outlet, the hose had a crack under the hose clamp. I
replaced the length of hose.
My conclusions were :-
If I had to do it again, I would use aluminium tubing with AN flare fittings
for all fuselage fuel lines as I believe you have done. Ahead of the
firewall, I would probably use braided hose with swaged-on threaded hose
fittings.
The factory supplied fuel hose with my kit has fabric braid on the outside
only. If there is a small leak, the fuel slowly wicks into the braid,
evaporates and is invisible. I believe that braid reinforcement in the wall
of the hose is much more preferable and will minimise hose cracking. If you
choose to use a fluorescent leak detector dye, it is important to get a good
quality UV lamp or you will have inadequate illumination.
Finally regarding the airbox, I notice that there is quite heavy staining
inside my airbox stub tubes from 100LL fuel dye. I usually fill with 100LL
so I assume there is quite a lot of neat fuel in there at some time. Am not
sure how that happens. An option for you might be to put small drain tubes
onto these drain holes and lead them to behind the wheel well.
Cheers, John
N262WF, mono XS, 912S, 430 hrs
Mooresville, North Carolina
704-664-4167
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: 914 Question |
I forget where I saw the list of recomended oils to use in the 914. Is
full sythetic prefered if you burn mostly mogas?
Kevin
Vaughn & Gaye Teegarden wrote:
>
>I found this message to be of interest. My biggest concern with more than 30 hours
endurance is that more than my wings would be wet. I am putting a 914 in
my bird when the time comes, but have not seen a manual. I don't know what Rotax
recommends, but I plan to use Mobil 1 or Amsoil synthetics in mine, mainly
for the sake of the turbo.
>
>Vaughn Teegarden
>N914VA
>standing here with wires in my hands and fear in my heart
>
>
>"My engine ( a plain old 912) has 720 hrs on it now and at last check showed virtually
no sign of use. I also run it at 4ooo rpm for economy cruise. I see less
than 10 liters per hour of fuel flow (in cold air). I could not think of any
reason why the engine would wear prematurely if run at such speeds (or does
idle kill engines ?). Every millimeter the throttle can be pulled back will improve
fuel flow. Only a tick more and she uses 14 liters with only a 2 knot gain
in speed.
>
>I am looking forward to building those glider wings and partially wet them. With
onboard fuel (and only a slight disregard of gross weight) the endurance could
be pushed to over 30 hours. Where would you rather be than in the air ?"
>
>happy skies,
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: 914 Question |
KEVIN
The Rotax SI-18-1997 R5 has the information you want. It came out last fall.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: Kevin And Ann Klinefelter
To: europa-list(at)matronics.com
Sent: Tuesday, August 30, 2005 4:31 PM
Subject: Re: Europa-List: 914 Question
I forget where I saw the list of recomended oils to use in the 914. Is
full sythetic prefered if you burn mostly mogas?
Kevin
Vaughn & Gaye Teegarden wrote:
>
>I found this message to be of interest. My biggest concern with more than 30
hours endurance is that more than my wings would be wet. I am putting a 914 in
my bird when the time comes, but have not seen a manual. I don't know what Rotax
recommends, but I plan to use Mobil 1 or Amsoil synthetics in mine, mainly
for the sake of the turbo.
>
>Vaughn Teegarden
>N914VA
>standing here with wires in my hands and fear in my heart
>
>
>"My engine ( a plain old 912) has 720 hrs on it now and at last check showed
virtually no sign of use. I also run it at 4ooo rpm for economy cruise. I see
less than 10 liters per hour of fuel flow (in cold air). I could not think of
any reason why the engine would wear prematurely if run at such speeds (or does
idle kill engines ?). Every millimeter the throttle can be pulled back will
improve fuel flow. Only a tick more and she uses 14 liters with only a 2 knot
gain in speed.
>
>I am looking forward to building those glider wings and partially wet them.
With onboard fuel (and only a slight disregard of gross weight) the endurance
could be pushed to over 30 hours. Where would you rather be than in the air ?"
>
>happy skies,
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Craig Ellison" <craig.ellison2(at)verizon.net> |
All US builders,
I'm at the point to start the registration process and looking over the
forms they want a Bill of Sale. I don't think I ever got one from the
former Europa when I purchased my kit. What have other builders used to
satisfy FAA on this point? Can I get one from the current Europa?
Thanks in advance for all responses.
Craig Ellison
A205
Silverton, OR
Flying surfaces done, FWF done,Fuselage in paint shop, finishing up panel
----- Original Message -----
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Rotax 914 question?
>
>
> <>
>
> Not disputed. This is a problem on the Katanas too; only they are
> generally
> not run at low speeds, because of there frequent use as training machines.
> But I've not experienced that for the short durations that I've used 100LL
> and would have expected that to have occurred logically at any engine
> speed;
> more so at higher power settings when there is more lead going into the
> engine.
>
> In fact logic is my guiding principle in the absence of proper evidence to
> the contrary!
>
> How's your 1000 hours at 5000rpm going? Will you make TBO? Katanas don't!
>
> Duncan McF.
> ----- Original Message -----
> From: "Jim Thursby" <jthursby(at)tampabay.rr.com>
> To:
> Subject: RE: Europa-List: Rotax 914 question?
>
>
>>
>>
>> Don't know about your source but the person I trusted (as did many others
>> including Rotax) to keep me informed about the Rotax engines always
>> stated
>> "the 912/914 series engine is happiest and will get the best longevity
>> ABOVE
>> 5,000 RPM in the cruise". He is now gone as of July of this year but his
>> experience was trusted enough that Kodiak research and Rotax called him
>> to
>> assist in product development. Glen had forgotten more about Rotax
>> engines
>> than most of us could ever learn. He never steered me or anyone I know
>> wrong, and I trusted his opinions and ideas about these engines with my
>> life
>> on more than one occasion.
>> Oh, and you WILL foul plugs on 100 LL and reduced power settings
>> eventually. Or put up with the auto gas smell. Or have to add TCP all
>> the
>> time. When you have 1,000 plus hours on a 912/914 come back and let us
>> know how you're doing. Keep an eye on the gearbox too.
>>
>> Jim T.
>>
>> -----Original Message-----
>> From: owner-europa-list-server(at)matronics.com
>> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
>> McFadyean
>> To: europa-list(at)matronics.com
>> Subject: Re: Europa-List: Rotax 914 question?
>>
>> -->
>>
>> OK, I'll bite!
>> I cruise at about 4,000rpm. And have done for over 200 hours of use,
>> excepting climb-out at 4,800 and the odd spurt to see how fast it will
>> go.
>> The plugs are squeaky-clean. The piston crowns are quite clean. There is
>> no
>> loss of compression or performance that suggests that the piston rings
>> are
>> coked. The engine uses virtually no oil between changes and the oil
>> discolouration is mid brown colour at 100 hours.
>> Our local Rotax dealer commented flippantly that at these speeds the
>> engine
>> would 'last forever'!
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: Fuel smell 912S XS front fire wall |
Those still interested
I know lots has been said about this.
I have a 912S in my plane. The carburetors are inclined to overflow when the engine
overheats after shutdown or when the engine runs rough . The overflow is
vented to the airbox. """It must be vented to the airbox !!!!!"""
In a 914 the airbox is at bust pressure and so venting is not done, it just overflows
into the "catch trays/ heat shields".
The other thing I took notice of -- The RPM to run the Rotax at in cruse. There
is a misunderstanding here. Some people are thinking "fixed" props, and others
are using "Constant Speed" props. I always cruise with my prop set to "cruse"
This is automatic control of pitch to make the tach read 5000 RPM. If
I choose to reduce power to, say, 4 US gph, I still have 5000 RPM on the tach.
If I remember correctly I can get to about 3.5 US gph before the prop can not
keep the RPM up.
Now did that explain the differences??
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
________________________________________________________________________________
| From: | <beecho(at)beecho.org> |
Hi Craig
The same thing happened to me. Fortunately John Hurst was still in biz and
he sent me a bill of sale. I bet Andy in UK will do the same.
Tom Friedland, Atascadero, CA, N96V, A079, mono, jab, Airmaster. Almost
ready to go to the painter.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Craig Ellison
Subject: Europa-List: US registration
-->
All US builders,
I'm at the point to start the registration process and looking over the
forms they want a Bill of Sale. I don't think I ever got one from the
former Europa when I purchased my kit. What have other builders used to
satisfy FAA on this point? Can I get one from the current Europa?
Thanks in advance for all responses.
Craig Ellison
A205
Silverton, OR
Flying surfaces done, FWF done,Fuselage in paint shop, finishing up panel
----- Original Message -----
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Rotax 914 question?
>
>
> < eventually>>
>
> Not disputed. This is a problem on the Katanas too; only they are
> generally
> not run at low speeds, because of there frequent use as training machines.
> But I've not experienced that for the short durations that I've used 100LL
> and would have expected that to have occurred logically at any engine
> speed;
> more so at higher power settings when there is more lead going into the
> engine.
>
> In fact logic is my guiding principle in the absence of proper
> evidence to the contrary!
>
> How's your 1000 hours at 5000rpm going? Will you make TBO? Katanas
> don't!
>
> Duncan McF.
> ----- Original Message -----
> From: "Jim Thursby" <jthursby(at)tampabay.rr.com>
> To:
> Subject: RE: Europa-List: Rotax 914 question?
>
>
>>
>>
>> Don't know about your source but the person I trusted (as did many
>> others including Rotax) to keep me informed about the Rotax engines
>> always stated "the 912/914 series engine is happiest and will get the
>> best longevity ABOVE
>> 5,000 RPM in the cruise". He is now gone as of July of this year but his
>> experience was trusted enough that Kodiak research and Rotax called him
>> to
>> assist in product development. Glen had forgotten more about Rotax
>> engines
>> than most of us could ever learn. He never steered me or anyone I know
>> wrong, and I trusted his opinions and ideas about these engines with my
>> life
>> on more than one occasion.
>> Oh, and you WILL foul plugs on 100 LL and reduced power settings
>> eventually. Or put up with the auto gas smell. Or have to add TCP all
>> the
>> time. When you have 1,000 plus hours on a 912/914 come back and let us
>> know how you're doing. Keep an eye on the gearbox too.
>>
>> Jim T.
>>
>> -----Original Message-----
>> From: owner-europa-list-server(at)matronics.com
>> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
>> McFadyean
>> To: europa-list(at)matronics.com
>> Subject: Re: Europa-List: Rotax 914 question?
>>
>> -->
>>
>> OK, I'll bite!
>> I cruise at about 4,000rpm. And have done for over 200 hours of use,
>> excepting climb-out at 4,800 and the odd spurt to see how fast it
>> will go. The plugs are squeaky-clean. The piston crowns are quite
>> clean. There is no
>> loss of compression or performance that suggests that the piston rings
>> are
>> coked. The engine uses virtually no oil between changes and the oil
>> discolouration is mid brown colour at 100 hours.
>> Our local Rotax dealer commented flippantly that at these speeds the
>> engine
>> would 'last forever'!
>>
>>
>>
>
>
>
--
--
________________________________________________________________________________
| Subject: | A bit off topic, what happened? |
| From: | <rparigor(at)suffolk.lib.ny.us> |
Anybody have insite what happened here?
http://www.big-boys.com/articles/oldplanecrash.html
Looks like right side stopped developing thrust?
Ron Parigoris
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: 914 Question |
Thanks Cliff, Just what I was lookin for
Kevin
donot archive
Cliff Shaw wrote:
>
>KEVIN
>
>The Rotax SI-18-1997 R5 has the information you want. It came out last fall.
>
>Cliff Shaw
>1041 Euclid ave.
>Edmonds, WA 98020
>425 776 5555
>http://www.europaowners.org/WileE
>
>
> ----- Original Message -----
> From: Kevin And Ann Klinefelter
> To: europa-list(at)matronics.com
> Sent: Tuesday, August 30, 2005 4:31 PM
> Subject: Re: Europa-List: 914 Question
>
>
> I forget where I saw the list of recomended oils to use in the 914. Is
> full sythetic prefered if you burn mostly mogas?
>
> Kevin
>
> Vaughn & Gaye Teegarden wrote:
>
> >
> >I found this message to be of interest. My biggest concern with more than 30
hours endurance is that more than my wings would be wet. I am putting a 914
in my bird when the time comes, but have not seen a manual. I don't know what
Rotax recommends, but I plan to use Mobil 1 or Amsoil synthetics in mine, mainly
for the sake of the turbo.
> >
> >Vaughn Teegarden
> >N914VA
> >standing here with wires in my hands and fear in my heart
> >
> >
> >"My engine ( a plain old 912) has 720 hrs on it now and at last check showed
virtually no sign of use. I also run it at 4ooo rpm for economy cruise. I see
less than 10 liters per hour of fuel flow (in cold air). I could not think of
any reason why the engine would wear prematurely if run at such speeds (or does
idle kill engines ?). Every millimeter the throttle can be pulled back will
improve fuel flow. Only a tick more and she uses 14 liters with only a 2 knot
gain in speed.
> >
> >I am looking forward to building those glider wings and partially wet them.
With onboard fuel (and only a slight disregard of gross weight) the endurance
could be pushed to over 30 hours. Where would you rather be than in the air ?"
> >
> >happy skies,
> >
> >
> >
> >
> >
> >
>
>
>
>
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: US registration |
I got mine from Europa FL back in the day. Ask Andy, you may have to
send him the form to sign, AC form 8050-2
Kevin, N211KA
Craig Ellison wrote:
>
>All US builders,
>
>I'm at the point to start the registration process and looking over the
>forms they want a Bill of Sale. I don't think I ever got one from the
>former Europa when I purchased my kit. What have other builders used to
>satisfy FAA on this point? Can I get one from the current Europa?
>
>Thanks in advance for all responses.
>
>Craig Ellison
>A205
>Silverton, OR
>Flying surfaces done, FWF done,Fuselage in paint shop, finishing up panel
>----- Original Message -----
>From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
>To:
>Subject: Re: Europa-List: Rotax 914 question?
>
>
>
>
>>
>>
>><>
>>
>>Not disputed. This is a problem on the Katanas too; only they are
>>generally
>>not run at low speeds, because of there frequent use as training machines.
>>But I've not experienced that for the short durations that I've used 100LL
>>and would have expected that to have occurred logically at any engine
>>speed;
>>more so at higher power settings when there is more lead going into the
>>engine.
>>
>>In fact logic is my guiding principle in the absence of proper evidence to
>>the contrary!
>>
>>How's your 1000 hours at 5000rpm going? Will you make TBO? Katanas don't!
>>
>>Duncan McF.
>>----- Original Message -----
>>From: "Jim Thursby" <jthursby(at)tampabay.rr.com>
>>To:
>>Subject: RE: Europa-List: Rotax 914 question?
>>
>>
>>
>>
>>>
>>>
>>>Don't know about your source but the person I trusted (as did many others
>>>including Rotax) to keep me informed about the Rotax engines always
>>>stated
>>>"the 912/914 series engine is happiest and will get the best longevity
>>>ABOVE
>>>5,000 RPM in the cruise". He is now gone as of July of this year but his
>>>experience was trusted enough that Kodiak research and Rotax called him
>>>to
>>>assist in product development. Glen had forgotten more about Rotax
>>>engines
>>>than most of us could ever learn. He never steered me or anyone I know
>>>wrong, and I trusted his opinions and ideas about these engines with my
>>>life
>>>on more than one occasion.
>>>Oh, and you WILL foul plugs on 100 LL and reduced power settings
>>>eventually. Or put up with the auto gas smell. Or have to add TCP all
>>>the
>>>time. When you have 1,000 plus hours on a 912/914 come back and let us
>>>know how you're doing. Keep an eye on the gearbox too.
>>>
>>> Jim T.
>>>
>>>-----Original Message-----
>>>From: owner-europa-list-server(at)matronics.com
>>>[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
>>>McFadyean
>>>To: europa-list(at)matronics.com
>>>Subject: Re: Europa-List: Rotax 914 question?
>>>
>>>-->
>>>
>>>OK, I'll bite!
>>>I cruise at about 4,000rpm. And have done for over 200 hours of use,
>>>excepting climb-out at 4,800 and the odd spurt to see how fast it will
>>>go.
>>>The plugs are squeaky-clean. The piston crowns are quite clean. There is
>>>no
>>>loss of compression or performance that suggests that the piston rings
>>>are
>>>coked. The engine uses virtually no oil between changes and the oil
>>>discolouration is mid brown colour at 100 hours.
>>>Our local Rotax dealer commented flippantly that at these speeds the
>>>engine
>>>would 'last forever'!
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | Gert Dalgaard <lgds(at)post6.tele.dk> |
0.06 HTML_TEXT_AFTER_BODY BODY: HTML contains text after BODY close tag
Hi
One of my friends in Switzerland are restoring a Kitfox and need a
912 - preferably with some hours.
Anyone plan to upgrade from ordinary 912 to 912S or 914 and want to
sell?
Regards Gert
Gert Dalgaard Soerensen
Stabelvej 9, Haarby
DK 8660 Skanderborg
Denmark
Europa builder No. 151
Europa mono / Rotax 914
AC reg.: OY-GDS
Phone.: +45 8695 0595
E mail: lgds(at)post6.tele.dk
http://www.oy-reg.dk/billeder/l613.jpg
________________________________________________________________________________
| Subject: | Re: A bit off topic, what happened? |
rparigor(at)suffolk.lib.ny.us a crit :
>
>Anybody have insite what happened here?
>
>http://www.big-boys.com/articles/oldplanecrash.html
>
>Looks like right side stopped developing thrust?
>
>Ron Parigoris
>
>
>
Hmm, more likely a stall/spin event. The pitch attitude seems grossly
excessive just after liftoff. Viewing the video one wants the crew to
immediatly push the stick to dump the nose even before the right wing drops.
Reading the comments one can see the event is supposed to concern a
Caribou test flight at Gimli airport, Canada. Some say an elevator lock
was left engaged. If this is confirmed, it seems consistent with the
aircraft behaviour on the video.
FWIW
Regards,
Gilles Thesee
Grenoble, France
________________________________________________________________________________
| From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Hi! Gert
What about a 3300 Jabiru !!!
Regards
Bob H G-PTAG
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gert
Dalgaard
Subject: Europa-List: Rotax 912?
Hi
One of my friends in Switzerland are restoring a Kitfox and need a
912 - preferably with some hours.
Anyone plan to upgrade from ordinary 912 to 912S or 914 and want to
sell?
Regards Gert
Gert Dalgaard Soerensen
Stabelvej 9, Haarby
DK 8660 Skanderborg
Denmark
Europa builder No. 151
Europa mono / Rotax 914
AC reg.: OY-GDS
Phone.: +45 8695 0595
E mail: lgds(at)post6.tele.dk
http://www.oy-reg.dk/billeder/l613.jpg
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Youre not thinking of changing to a Rotax, are you, Bob?
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 R.C.Harrison
Subject: RE: Europa-List: Rotax 912?
Hi! Gert
What about a 3300 Jabiru !!!
Regards
Bob H G-PTAG
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gert
Dalgaard
Subject: Europa-List: Rotax 912?
Hi
One of my friends in Switzerland are restoring a Kitfox and need a
912 - preferably with some hours.
Anyone plan to upgrade from ordinary 912 to 912S or 914 and want to
sell?
Regards Gert
Gert Dalgaard Soerensen
Stabelvej 9, Haarby
DK 8660 Skanderborg
Denmark
Europa builder No. 151
Europa mono / Rotax 914
AC reg.: OY-GDS
Phone.: +45 8695 0595
E mail: lgds(at)post6.tele.dk
http://www.oy-reg.dk/billeder/l613.jpg
________________________________________________________________________________
| Subject: | Constant speed was RE: Fuel smell 912S XS front fire wall |
| From: | "josok" <josok-e(at)ukolo.fi> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
This makes me realize, that constant speed prop governors are just that. They obviously
do not take the power curve of an engine in account at all. If you look
at the power and torque curves of the 912s and 914 it is clear that at low
power (fuel consumption) settings 5000 rpm is far from optimal. It is really inefficient,
more fuel burn, more wear. A real improvement would be if there would
be a more intelligent unit, which would reduce rpm, to stay in line with the
best map. Is there anything available like that or would i have to make it
myself?
Regards,
Jos Okhuijsen
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | Gert Dalgaard <lgds(at)post6.tele.dk> |
Well, Bob....
I will tell him about your proposal, but I think he will go for the
Rotax.
By the way - you know him - it's Kurt Schumacher - the ATC guy
who was in the "tower" at Raron, Switzerland last week....
Regards Gert
Den 31/08/2005 kl. 12.22 skrev R.C.Harrison:
>
>
> Hi! Gert
> What about a 3300 Jabiru !!!
> Regards
> Bob H G-PTAG
>
>
> -----Original Message-----
> From: owner-eu
________________________________________________________________________________
| From: | Gert Dalgaard <lgds(at)post6.tele.dk> |
Bob changing engine!!!!
It will snow in hell before Bob changes that engine....
:-)
Regards Gert
OY-GDS
Den 31/08/2005 kl. 13.29 skrev Jeremy Davey:
>
>
> Youre not thinking of changing to a Rotax, are you, Bob?
>
> Regards,
> Jeremy
________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
| Subject: | Rotax 914 question? |
So you would rather use logic (however derived) rather than company
specifications to dictate how you use a product? Sounds very "British" to
me! Check the Rotax specs, As stated "max continuous speed 5,500RPM".
Look carefully at the bore to stroke ratio on a 914 and do the math.
Somebody stated a Lycoming was in it's "sweet spot" at 3,000RPM? What makes
you think an engine with close to 1/2 the bore and about 1/2 the stroke
would be happy at only 4,000RPM? I know your WALLET is happier at 4,000RPM
but that has no logical bearing on what keeps the engine happy. Most owners
don't run their birds like a flight school Katana either now do they? Read
the good book my friend. And of the three different 914 Europa's I flew
with a combined total of around 2,300 hours on them we can throw Jim Browns
914 into the mix and we have 3,000 operating hours on 914's. Garry Stouts
bird also has close to 500 hours last I knew and he isn't easy on his
either. There is a little "proper evidence to the contrary" not dictated by
gas prices.
Best Regards
Jim T.
-->
But I've not experienced that for the short durations that I've used 100LL
and would have expected that to have occurred logically at any engine speed;
more so at higher power settings when there is more lead going into the
engine.
In fact logic is my guiding principle in the absence of proper evidence to
the contrary!
How's your 1000 hours at 5000rpm going? Will you make TBO? Katanas don't!
Duncan McF.
----- Original Message -----
From: "Jim Thursby" <jthursby(at)tampabay.rr.com>
Subject: RE: Europa-List: Rotax 914 question?
>
>
> Don't know about your source but the person I trusted (as did many others
> including Rotax) to keep me informed about the Rotax engines always stated
> "the 912/914 series engine is happiest and will get the best longevity
> ABOVE
> 5,000 RPM in the cruise". He is now gone as of July of this year but his
> experience was trusted enough that Kodiak research and Rotax called him to
> assist in product development. Glen had forgotten more about Rotax
> engines
> than most of us could ever learn. He never steered me or anyone I know
> wrong, and I trusted his opinions and ideas about these engines with my
> life
> on more than one occasion.
> Oh, and you WILL foul plugs on 100 LL and reduced power settings
> eventually. Or put up with the auto gas smell. Or have to add TCP all
> the
> time. When you have 1,000 plus hours on a 912/914 come back and let us
> know how you're doing. Keep an eye on the gearbox too.
>
> Jim T.
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
> McFadyean
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: Rotax 914 question?
>
> -->
>
> OK, I'll bite!
> I cruise at about 4,000rpm. And have done for over 200 hours of use,
> excepting climb-out at 4,800 and the odd spurt to see how fast it will go.
> The plugs are squeaky-clean. The piston crowns are quite clean. There is
> no
> loss of compression or performance that suggests that the piston rings are
> coked. The engine uses virtually no oil between changes and the oil
> discolouration is mid brown colour at 100 hours.
> Our local Rotax dealer commented flippantly that at these speeds the
> engine
> would 'last forever'!
>
>
>
________________________________________________________________________________
| From: | "Kingsley Hurst" <hurstkr(at)growzone.com.au> |
| Subject: | Re: Constant speed was RE: Fuel smell 912S XS front fire |
wall
> A real improvement would be if there would be a more intelligent unit,
> which would reduce rpm, to stay in line with the best map. Is there
> anything available like that or would i have to make it myself?
Jos,
This is exactly what the constant speed propeller does. Just set the MAP
with the throttle and the RPM with the propeller controller. When Cliff
said he was flying with a low MAP and 5000 RPM, his engine is developing a
certain percentage of power with low torque. The same power setting can be
had with a higher MAP and lower RPM but with more torque. The combinations
are almost endless.
Regards
Kingsley in Oz.
________________________________________________________________________________
| From: | "Al Stills" <astills(at)senecawholesale.com> |
Craig,
I ran into the same problem when I registered mine. It wound up that I sent a copy
of the invoice from Europa USA and a letter of explanation detailing the demise
of Europa and Europa USA. They went ahead and registered it.(BTW-went to
great lengths to explain this was not a flying aircraft but a kit I was building).
Al Stills
N625AZ
________________________________________________________________________________
Gert Hi! from UK
> One of my friends in Switzerland are restoring a Kitfox and need a
> 912 - preferably with some hours.
> Anyone plan to upgrade from ordinary 912 to 912S or 914 and want to
> sell?
I have Graham Singletons rebuilt 912 Engine that I may upgrade after a few
hours of flight starting in October. It was completely rebuilt after the Air
Accident Inspection after Graham coolant explosion. SkyDrive, Main UK Rotax
Dealer did a great job including renewing all hoses, fitted Carb Heat
totalling 5000 of work and replacement parts.
Is your friend in a hurry for a 912? It may come up for sale by end of year
with 150 hours used towards a TBO of 1500 hours.
Cannot promise it will be sold because if it performs well with CS Prop it's
worth keeping.
Kind Regards
Gerry
________________________________________________________________________________
| Subject: | RE: Constant speed was Fuel smell 912S XS front fire wall |
| From: | "josok" <josok-e(at)ukolo.fi> |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
As i understand from Cliff, the rpm is not reduced but stays at 5000. That is with
the preselect setting at cruise. The rest seems to be a manual job, little
better then full manual, which is a far from ideal situation.
What i am after is a governor that selects the best rpm and map settings at a certain
power setting from the many available combinations. I would expect from
an intelligent controller to do the difficult stuff, like finding the best setting
out of all combinations of rpm, map and throttle settings, maybe even based
on fuel flow.
It's like the difference between a wing leveler and a state of the art autopilot.
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | RE: Constant speed was Fuel smell 912S XS front fire |
wall
| From: | "Terry Seaver (terrys)" <terrys(at)cisco.com> |
The Airmaster prop controller supports many modes of operation,
including;
1) Preset constants speeds for TakeOff (~5700 rpm), climb (~5500 rpm),
and cruise (~5000 rpm).
2) Hold (in auto mode), which allows you to select (via a toggle switch)
any rpm you choose for constant speed operation. I suppose there is a
lower limit to the selectable rpms, but I believe it can go down to 4000
rpm.
3) Manual mode, which creates an air-adjustable-pitch prop.
4) Feather mode, which should be self explanatory.
It sounds like you want mode 2) which allows constant speed operation at
any rpm you choose. Making the controller automatically set rpm's
relative to MAP/altitude/etc sounds like a fun project, why don't you
build one? A PIC microprocessor and some code, a little interface
circuitry, ...piece of cake.
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 josok
Subject: Europa-List: RE: Constant speed was Fuel smell 912S XS front
fire wall
As i understand from Cliff, the rpm is not reduced but stays at 5000.
That is with the preselect setting at cruise. The rest seems to be a
manual job, little better then full manual, which is a far from ideal
situation.
What i am after is a governor that selects the best rpm and map settings
at a certain power setting from the many available combinations. I
would expect from an intelligent controller to do the difficult stuff,
like finding the best setting out of all combinations of rpm, map and
throttle settings, maybe even based on fuel flow.
It's like the difference between a wing leveler and a state of the art
autopilot.
________________________________________________________________________________
| Subject: | Re: RE: Constant speed was Fuel smell 912S XS front |
fire wall
josok a crit :
>
>As i understand from Cliff, the rpm is not reduced but stays at 5000. That is
with the preselect setting at cruise. The rest seems to be a manual job, little
better then full manual, which is a far from ideal situation.
>What i am after is a governor that selects the best rpm and map settings at a
certain power setting from the many available combinations. I would expect from
an intelligent controller to do the difficult stuff, like finding the best
setting out of all combinations of rpm, map and throttle settings, maybe even
based on fuel flow.
>It's like the difference between a wing leveler and a state of the art autopilot.
>
>
Hi Josok,
What you're looking for is named Full Authority Digital Engine Controler
(FADEC). We all dream of this Holy Grail of engine controlers, but it is
something really hard to develop.
It should take into account MAP, RPM, Fuel Flow, throttle setting, but
also outer air temperature, engine temps and cowl flap position,
pressure altitude, airspeed, flap configuration, engine curves, prop,
aircraft, etc.
Many many measurement points and curves, many many hours of development.
Some degree of redundancy and electrical backup should be built into it,
as well as manual overrides of different kinds. Add a few hundred bench
and test flight hours and you'll be done.
But...chances are this critter will cost more than the engine when and
if someone were to develop it for small airplanes.
Some manufacturers had a try at it (Continental, Thielert), but they are
still in the development stage, with some weird behaviour in the
"corners" of the flight envelope. Weight, cost and reliability are still
an issue.
To date a suitably qualified and proficient pilot is still the lightest,
cheapest and most reliable FADEC. That is...when he sets his engine by
the book ;-)
FWIW,
Regards,
Gilles Thesee
Grenoble, France
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Wednesday/Friday DOTH |
Bryan, Fine. Caernarfon for Friday lunch it is (weather willing) Regards,
David
----- Original Message -----
From: "Bryan Allsop" <bryan(at)blackballclub.com>
Subject: Re: Europa-List: Wednesday/Friday DOTH
>
> Hi David,
>
> I totally understand your priorities in life. Golf comes first eh? Just
glad
> you didn't suggest Thursday.
>
> I have discussed the problem with Richard, and he is up for doing one on
> Wednesday, and one on Friday. Seems like a good idea.
>
> The outcome is that we have elected to do Panshanger (pilot freebie) on
> Wednesday, and Caernarfon on Friday. Caernarfon is not a freebie, but it
is
> a nice place, and the butties are excellent.
>
> Hope that suits all.
>
> Cheers. Bryan
>
>
> > Bryan, I am up for a DOTH on Friday (Weds is golf!), and could deliver
> > your
> > Tour de France wine and Mark B's also if we can arrange a suitable
> > destination. Regards, David
>
>
> ________________________________________________________________________
> How to respond to a major incident - essential training for all UK doctors
> http://www.doctors.net.uk/bioterrorism
> _______________________________________________________________________
>
>
________________________________________________________________________________
| From: | "ctsmallwood" <ctsmallwood(at)onetel.com> |
| Subject: | 912 fuel smell and Ariels |
Hi All
Thanks to all for your help with the fuel odour'
Test pilot seams OK although still reporting at climb the odd whiff
Next visit to the garage I will add the drains to the Airbox(Thanks John
and Paddy)
The one outstanding problem for the flight test is the Transceiver. Micro Air 760
Linked to Sigtronics I/com .Europa Dipole in Fin
inter com OK, receiver OK but today could not transmit to Sheffield,Birmingham
or
Notts EM.All views greatly appreciated
Regards Colin Smallwood
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | PFA EC Elections |
(Sorry, non-UK folks, but once again this is an email only of any interest
to the UK folks. Please accept my apologies for the intrusion, hit delete
and move on to much more interesting things like DOTHs, fuel smells, and how
to look after your Rotax/Jabiru/Wilksch!)
There is a matter related to the PFA EC elections that I think I need to
bring to your attention.
Whether we like it or not, the PFA and the BMAA currently compete for a
segment of the Permit aircraft market. It dates back to a regulatory change
which raised the upper weight limit for microlights and meant that there was
now an overlap. A Gentlemen=92s Agreement between the two organisations at
that time to avoid competition has not moved forward as the light aircraft
world has moved forward, and we now have the current situation where the PFA
and BMAA are indeed in competition.
I should say at this point that I personally would be in favour of a merger
of the two so that we could concentrate all efforts on moving our aviating
forward. Indeed, we already have many members in common!
As you may have read in the latest Popular Flying, there are 8 candidates
for 6 places on the EC. You may also know that one of the candidates is the
current Chairman of the BMAA, having recently stood down and put himself
forward for re-election. While I personally get on very well with Keith
Negal, and believe he would be an excellent candidate if he were not a
senior BMAA activist, I am deeply concerned about the conflict of interest
that would occur if he were elected. The vast majority of the current EC
share my concerns.
I want to ask you to consider this carefully when casting your vote,
something I strongly encourage you to do _whoever_ you choose to support.
There are also candidates I would like to ask for your particular support
for. As well as the existing EC members standing for re-election who have
contributed to the Association, Barry Plumb is well known and his
engineering knowledge would be a great asset, while Lord Robin Rotherwick, a
past EC member, has been very helpful to us in our lobbying efforts =96
efforts which are now bearing fruit.
But above all, please vote! We need an EC which is representative of the
members=92 wishes!
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: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | Europa-List:Now Power and MAP settings with CS Props was Constant |
speed was RE: Fuel smell 912S XS front fire wall
Hi! Kingsley/all
That is probably why Jabiru "cocked a deaf ear" when I was trying to
find an economical power setting on my 3300/MT CS Prop combination.
All they needed to do was a Dyno run with a few differing RPM's and MAP
settings on differing ambient pressure days to provide some power output
comparison graphs. I'm still waiting but I suspect that the ultimate
power truth would have then been plain for all to see!
Perhaps they wish that I'd been holding my breath all this time !!!!!
Regards
Bob Harrison
G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Kingsley
Hurst
Subject: Re: Europa-List: Constant speed was RE: Fuel smell 912S XS
front fire wall
> A real improvement would be if there would be a more intelligent unit,
> which would reduce rpm, to stay in line with the best map. Is there
> anything available like that or would i have to make it myself?
Jos,
This is exactly what the constant speed propeller does. Just set the
MAP
with the throttle and the RPM with the propeller controller. When Cliff
said he was flying with a low MAP and 5000 RPM, his engine is developing
a
certain percentage of power with low torque. The same power setting can
be
had with a higher MAP and lower RPM but with more torque. The
combinations
are almost endless.
Regards
Kingsley in Oz.
________________________________________________________________________________
| From: | "Craig Ellison" <craig.ellison2(at)verizon.net> |
| Subject: | Re: US registration |
Thanks Kevin,Bill and Al for the help on US registration. I'll try any and
all if necessary.
craig ellison
----- Original Message -----
From: "Kevin And Ann Klinefelter" <kevann(at)verizon.net>
Subject: Re: Europa-List: US registration
>
>
> I got mine from Europa FL back in the day. Ask Andy, you may have to
> send him the form to sign, AC form 8050-2
>
> Kevin, N211KA
>
> Craig Ellison wrote:
>
>>
>>
>>All US builders,
>>
>>I'm at the point to start the registration process and looking over the
>>forms they want a Bill of Sale. I don't think I ever got one from the
>>former Europa when I purchased my kit. What have other builders used to
>>satisfy FAA on this point? Can I get one from the current Europa?
>>
>>Thanks in advance for all responses.
>>
>>Craig Ellison
>>A205
>>Silverton, OR
>>Flying surfaces done, FWF done,Fuselage in paint shop, finishing up panel
>>----- Original Message -----
>>From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
>>To:
>>Subject: Re: Europa-List: Rotax 914 question?
>>
>>
>>
>>
>>>
>>>
>>><>
>>>
>>>Not disputed. This is a problem on the Katanas too; only they are
>>>generally
>>>not run at low speeds, because of there frequent use as training
>>>machines.
>>>But I've not experienced that for the short durations that I've used
>>>100LL
>>>and would have expected that to have occurred logically at any engine
>>>speed;
>>>more so at higher power settings when there is more lead going into the
>>>engine.
>>>
>>>In fact logic is my guiding principle in the absence of proper evidence
>>>to
>>>the contrary!
>>>
>>>How's your 1000 hours at 5000rpm going? Will you make TBO? Katanas don't!
>>>
>>>Duncan McF.
>>>----- Original Message -----
>>>From: "Jim Thursby" <jthursby(at)tampabay.rr.com>
>>>To:
>>>Subject: RE: Europa-List: Rotax 914 question?
>>>
>>>
>>>
>>>
>>>>
>>>>
>>>>Don't know about your source but the person I trusted (as did many
>>>>others
>>>>including Rotax) to keep me informed about the Rotax engines always
>>>>stated
>>>>"the 912/914 series engine is happiest and will get the best longevity
>>>>ABOVE
>>>>5,000 RPM in the cruise". He is now gone as of July of this year but
>>>>his
>>>>experience was trusted enough that Kodiak research and Rotax called him
>>>>to
>>>>assist in product development. Glen had forgotten more about Rotax
>>>>engines
>>>>than most of us could ever learn. He never steered me or anyone I know
>>>>wrong, and I trusted his opinions and ideas about these engines with my
>>>>life
>>>>on more than one occasion.
>>>>Oh, and you WILL foul plugs on 100 LL and reduced power settings
>>>>eventually. Or put up with the auto gas smell. Or have to add TCP all
>>>>the
>>>>time. When you have 1,000 plus hours on a 912/914 come back and let us
>>>>know how you're doing. Keep an eye on the gearbox too.
>>>>
>>>> Jim T.
>>>>
>>>>-----Original Message-----
>>>>From: owner-europa-list-server(at)matronics.com
>>>>[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Duncan
>>>>McFadyean
>>>>To: europa-list(at)matronics.com
>>>>Subject: Re: Europa-List: Rotax 914 question?
>>>>
>>>>-->
>>>>
>>>>OK, I'll bite!
>>>>I cruise at about 4,000rpm. And have done for over 200 hours of use,
>>>>excepting climb-out at 4,800 and the odd spurt to see how fast it will
>>>>go.
>>>>The plugs are squeaky-clean. The piston crowns are quite clean. There is
>>>>no
>>>>loss of compression or performance that suggests that the piston rings
>>>>are
>>>>coked. The engine uses virtually no oil between changes and the oil
>>>>discolouration is mid brown colour at 100 hours.
>>>>Our local Rotax dealer commented flippantly that at these speeds the
>>>>engine
>>>>would 'last forever'!
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "ivor.phillips" <ivor.phillips(at)ntlworld.com> |
This might be of interest to somebody contemplating buying a rotax 914,
Spotted on Ebay this Morning
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item8330708294&ssPageNameADME:B:EF:US:1
Could be a good buy!!!!
Ivor Phillips
XS486 London UK
CM Installed, rudder cables complete,
undercarriage fitted brakes working
flap tube fitted
wing lift pins fitted,tie bar fitted instrument
panel being finalised,
________________________________________________________________________________
| From: | <peter.rees05(at)ntlworld.com> |
| Subject: | Oil Temperature again |
We are still experiencing exceedingly high oil temps on G-MFHI (they would rise
about 140 if we didnt throttle back). CHT seems a little high at 115 to.
Ive tried blocking the bottom of the cowl out to give better airflow. I spoke to
David Hunter today who suggested moving the oil cooler from behind the Port
Rad (HI is a Classic) to the lower cowl, just below the spinner.
Has anyone else experienced these kind of temperatures? Has anyone moved the cooler
on a classic if so, was it successful? If so, did the mod go through the
PFA? Any photos / drawings would be fantastic.
Probably a bit of a dumb question but, Ill ask anyway could the fact that the
prop is set very course (about 18 degrees) be loading the engine too much and
hence, thats why its running so hot.
Thanks in anticipation
Peter
-----------------------------------------
Email sent from www.ntlworld.com
Virus-checked using McAfee(R) Software
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________________________________________________________________________________
| From: | "Houlihan,Tim" <tim.houlihan(at)oce.co.uk> |
| Subject: | Oil Temperature again |
Hi Peter
What coolant are you using ?
Earlier this year I changed to the mandatory waterless coolant and at the
same time I upgraded to a constant speed prop. I noticed a real problem with
oil and water temps. after taking advise I changed back to water /glycol mix
and my problems went away and the temps returned to their original readings.
I have a classic with the oil radiator in the standard position behind the
port water radiator.
regards
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
peter.rees05(at)ntlworld.com
Subject: Europa-List: Oil Temperature again
We are still experiencing exceedingly high oil temps on G-MFHI (they would
rise about 140 if we didnt throttle back). CHT seems a little high at 115
to.
Ive tried blocking the bottom of the cowl out to give better airflow. I
spoke to David Hunter today who suggested moving the oil cooler from behind
the Port Rad (HI is a Classic) to the lower cowl, just below the spinner.
Has anyone else experienced these kind of temperatures? Has anyone moved the
cooler on a classic if so, was it successful? If so, did the mod go through
the PFA? Any photos / drawings would be fantastic.
Probably a bit of a dumb question but, Ill ask anyway could the fact that
the prop is set very course (about 18 degrees) be loading the engine too
much and hence, thats why its running so hot.
Thanks in anticipation
Peter
-----------------------------------------
Email sent from www.ntlworld.com
Virus-checked using McAfee(R) Software
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________________________________________________________________________________
| Subject: | Oil Temperature again |
| From: | "Jack Heijboer" <j.heijboer(at)vmij.nl> |
Peter,
Europa XS PH-JGW - 110 Hours -Rotax 914- Synthetic oil- Oil change every 25 hours,
used oil goes into the family cars - Airmaster prop -
Yesterday we did our testing for a %
$%
& noise certificate, lots of runs at various RPM's, OAT was 26 Celsius. I run a
914 and have always experienced high CHT. I lowered the oil cooler from behind
the radiator. Max. CHT yesterday 121 degr.C and my oil temp was 85 degr.C.
I used to be very worried with these CHT temps,I have seen 130 degr.C in France
on take off on a very hot day OAT 31 degr. now with the new Evans coolant I feel
pretty relaxed.
I suggest you change the position of the oil cooler if this worries you, yr oil
temp is still acceptable, more important is the coolant.
Fly safely
Jack
-----Oorspronkelijk bericht-----
Van: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]Namens
peter.rees05(at)ntlworld.com
Verzonden: donderdag 1 september 2005 15:41
Aan: europa-list(at)matronics.com
Onderwerp: Europa-List: Oil Temperature again
We are still experiencing exceedingly high oil temps on G-MFHI (they would rise
about 140 if we didnt throttle back). CHT seems a little high at 115 to.
Ive tried blocking the bottom of the cowl out to give better airflow. I spoke to
David Hunter today who suggested moving the oil cooler from behind the Port
Rad (HI is a Classic) to the lower cowl, just below the spinner.
Has anyone else experienced these kind of temperatures? Has anyone moved the cooler
on a classic if so, was it successful? If so, did the mod go through the
PFA? Any photos / drawings would be fantastic.
Probably a bit of a dumb question but, Ill ask anyway could the fact that the
prop is set very course (about 18 degrees) be loading the engine too much and
hence, thats why its running so hot.
Thanks in anticipation
Peter
-----------------------------------------
Email sent from www.ntlworld.com
Virus-checked using McAfee(R) Software
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________________________________________________________________________________
| From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
| Subject: | XS Monowheel fuel line/stainless penetrations |
The 914 manual calls for 2 fuel lines to penetrate stainless firewall bout 4 inches
down from
top of tunnel on XS Monowheel.
Since you want to be able to remove the firewall with all mounts and motor in place,
keep a
reasonable firewall integrity, and not cut your fuel lines with the sharp stainless,
what
have others done for this penetration?
I am using stainless mesh covered fuel line for to and from lines.
Thx.
Ron Parigoris
N4211W
A-265 XS Monowheel
914
________________________________________________________________________________
| From: | "Richard Iddon" <riddon(at)sent.com> |
| Subject: | another useful web site |
I recently found this web site. Useful for pilots looking for info on
airfields in UK and throughout Europe.
http://avia-dejavu.net/europl.htm
Richard Iddon G-RIXS
________________________________________________________________________________
| From: | "Steve Crimm" <steve.crimm(at)stephenscott.com> |
| Subject: | NSI...Has it been sold? |
Does any one have any further information concerning NSI being sold?
Steve Crimm
N15JN
----- Original Message -----
From: "Gavin Stewart" <Gavin(at)gavstew.flyer.co.uk>
Subject: Re: Europa-List Digest: 2 Msgs - 08/23/05
I sent my Warpdrive prop blades to NSI for mandatory mod in June via
Matthew Russel who is doing a tri gear conversion. NSI advised in July
That the blades would be dispatched on 5th.August, however a call a few days
Ago revealed that NSI haS been sold and it's staff, or at least Heather on
switchboard, have been sacked.
Does anyone have any info on this, particularly identity and record of new
owners?
Regards,
Gavin Stewart
G-BWZT
________________________________________________________________________________
| From: | "Steve Crimm" <steve.crimm(at)stephenscott.com> |
A couple of weeks ago I was on one of the Europa related sites and there was
a picture of a Canadian Europa with special fairings that almost covered the
main gear when retracted. The problem is I can't remember who owned the
aircraft or where the picture is located. If anyone knows please send me
the link.
Thanks,
Steve Crimm
N15JN
________________________________________________________________________________
| Subject: | Re: ???? Old Age |
| From: | Jacques.POINT(at)total.com |
14, 2004) at 09/02/2005 06:47:56 AM,
Serialize complete at 09/02/2005 06:47:56 AM,
Itemize by SMTP Server on XFRPAR-HE03/GROUP/Corp(Release 6.5.1|January
21, 2004) at
02/09/2005 06:47:56,
Serialize by Router on XFRPAR-HE03/GROUP/Corp(Release 6.5.1|January 21,
2004) at
02/09/2005 06:47:57,
Serialize complete at 02/09/2005 06:47:57
Hi Steve,
I have noticed similar arrangement few weeks ago in the RSA fly-in in
France. The fairing was attached to the mono-wheel swinging arm, covering
almost 3/4 of the visible part of the wheel. Unfortunately I do not
remember registration of the bird.
Jacques POINT
"Steve Crimm"
Sent by: owner-europa-list-server(at)matronics.com
09/02/2005 07:37 AM
Please respond to europa-list
To:
cc:
Subject: Europa-List: ???? Old Age
A couple of weeks ago I was on one of the Europa related sites and there
was
a picture of a Canadian Europa with special fairings that almost covered
the
main gear when retracted. The problem is I can't remember who owned the
aircraft or where the picture is located. If anyone knows please send me
the link.
Thanks,
Steve Crimm
N15JN
________________________________________________________________________________
| From: | "David DeFord" <davedeford(at)comcast.net> |
> A couple of weeks ago I was on one of the Europa related
> sites and there was a picture of a Canadian Europa with
> special fairings that almost covered the main gear when
> retracted. The problem is I can't remember who owned the
> aircraft or where the picture is located. If anyone knows
> please send me the link.
>
> Thanks,
>
> Steve Crimm
> N15JN
Perhaps you were looking at Alex Bowman's unique Europa, powered by a Honda
engine. It's not just a special fairing, but a whole custom cowl to go with
the engine. You can see pictures at http://www.firewall.ca/Europa.html.
Dave DeFord
________________________________________________________________________________
| Subject: | Oil Temperature again |
| From: | "Barahona Alonso, Francisco Javier" <Javier.Barahona(at)aeasa.com> |
In my first flight (over 35 C ambient temperature) I got very high oil temperature.
I decided to modify the oil cooler position to just below the spinner. Additionally,
I installed some spacers in the lower cowling screws, under de exhaust,
to increase the hot air exit surface.
The modifications have performed satisfactorily. In my opinion they are necessary
to operate in high temperature climates.
In winter I need to mask with tape the openings in both water and oil coolers to
avoid too mach cooling.
Perhaps you can try with the spacers in the lower cowling before changing the oil
cooler position.
Best regards
Javier Barahona
Classic 187
Rotax 912
EC-ZDH
-----Mensaje original-----
De: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]En nombre de
peter.rees05(at)ntlworld.com
Enviado el: jueves, 01 de septiembre de 2005 15:41
Para: europa-list(at)matronics.com
Asunto: Europa-List: Oil Temperature again
We are still experiencing exceedingly high oil temps on G-MFHI (they would rise
about 140 if we didnt throttle back). CHT seems a little high at 115 to.
Ive tried blocking the bottom of the cowl out to give better airflow. I spoke to
David Hunter today who suggested moving the oil cooler from behind the Port
Rad (HI is a Classic) to the lower cowl, just below the spinner.
Has anyone else experienced these kind of temperatures? Has anyone moved the cooler
on a classic if so, was it successful? If so, did the mod go through the
PFA? Any photos / drawings would be fantastic.
Probably a bit of a dumb question but, Ill ask anyway could the fact that the
prop is set very course (about 18 degrees) be loading the engine too much and
hence, thats why its running so hot.
Thanks in anticipation
Peter
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________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
Kim Prout in the US also used to sell a "center wheel" speed fairing. His
website seems to be down though.
Jim T.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of David DeFord
Subject: RE: Europa-List: ???? Old Age
-->
> A couple of weeks ago I was on one of the Europa related sites and
> there was a picture of a Canadian Europa with special fairings that
> almost covered the main gear when retracted. The problem is I can't
> remember who owned the aircraft or where the picture is located. If
> anyone knows please send me the link.
>
> Thanks,
>
> Steve Crimm
> N15JN
Perhaps you were looking at Alex Bowman's unique Europa, powered by a Honda
engine. It's not just a special fairing, but a whole custom cowl to go with
the engine. You can see pictures at http://www.firewall.ca/Europa.html.
Dave DeFord
________________________________________________________________________________
| From: | "Alan Milner" <alan_milner(at)totalise.co.uk> |
| Subject: | Fuselage dolly - UK |
I've finished with my trigear fueslage dolly. It's free to anyone who can
collect it - I'm based in Cambridge. Its welded steel tube so you'll need
some sort of trailer or a strong roofrack.
You can find a picture at
http://www.antsol.com/europaphotos.nsf/plinks/ALAR-6FUSD3
I'll give it a few weeks before chopping it up.
Alan.
________________________________________________________________________________
| Subject: | Re: Fuselage dolly - UK |
Hi Alan,
I could make use of it !
Cheers,
Nev.
________________________________________________________________________________
| From: | "Jim Puglise" <jimpuglise(at)comcast.net> |
I have a glider wing kit that it looks like I will not be using. The
kit is at Flight Crafters in Zephyrhills, FL. If anyone is interested,
please contact me off-list. My home phone is 941-505-8779 and work is
941-505-8398. It might be best to use the work number as I travel a
good bit and always transfer the business phone to my cell when I am out
of town.
Jim Puglise - A 283, Punta Gorda, FL
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Last of the Summer Wine |
Hi William,
The participants in your Summer Wine Fly out are getting anxious to know where
you have in mind for the first stop (providing the weather permits of course).
Do you still have it in mind to start out on Thursday, and return on Sunday?
Regards.
Bryan.
________________________________________________________________________________
| From: | Graeme Smith <graeme(at)gcsmith.flyer.co.uk> |
| Subject: | Taper Pins in Tailplane Torque tube |
Hi,
I have heard that a number of builders have substituted taper pins in
place of the straight pins attaching TP09, TP12 etc to the tailplane
torque tube. Does anyone have an approved PFA mod number for this?
Thanks,
Graeme Smith
________________________________________________________________________________
Does anyone know of a standard fix for the easily broken air vent mechanism
(no longer made or available) ?
Patrick Mountain - port vent for Europa 914
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
----- Original Message -----
From: <BEBERRY(at)aol.com>
Subject: Europa-List: Air vents
|
|
|
| Does anyone know of a standard fix for the easily broken air vent
mechanism
| (no longer made or available) ?
| Patrick Mountain - port vent for Europa 914
Patrick,
ther seem to have been a lot of complaints of the threaded
portion breaking. If that's the case you may need to fabricate a small
inward duct with a homebuilt variable output vane to overcome the loss.
Given the space, this can be a swift repair for a difficult replacement
item.
Cheers, ferg
Ferg
________________________________________________________________________________
Thanks Ferg - yes the original part is a bit flimsy and I guess quite a few
small mods have been put together to cover the lack of spares. I will do
something along the lines you suggest.
Patrick
________________________________________________________________________________
| From: | "Michael Grass" <M.Grass(at)comcast.net> |
Patrick,
I am not 100% sure, but it looks like Air Craft Spruce after it had those
air inlets discontinued last year, is offering them in this years catalog
again. Perhaps this might be a new design. ACS also offers for the first
time an "Air Inlet Repair Kit" P/N 05-01464 for US$10.95 and can be found on
the new catalog on page 191. The catalog states that "anyone who has
installed plastic adjustable air inlet kit may have experienced a failure of
the operation mechanism that opens and closes the inlet". Maybe this kit
will replace the mechanism and restore its functionality. I have not
physically seen this kit, but I wonder if this mechanism is better then the
original one. I take a guess that ACS may had to many complains and it
discontinued those last year till a better substitute could be offered.
Just my penny worth of thoughts
Michael Grass
A266 Tri Gear. (Still recovering from aprox 70 hours bonding in the main
gear socket tubes)
----- Original Message -----
From: <BEBERRY(at)aol.com>
Subject: Re: Europa-List: Air vents
>
>
> Thanks Ferg - yes the original part is a bit flimsy and I guess quite a
> few
> small mods have been put together to cover the lack of spares. I will do
> something along the lines you suggest.
>
> Patrick
>
>
>
________________________________________________________________________________
Michael - thanks for the reply and tips. I will have a look at the site but
it may be a bit more difficult from here in U.K.
Patrick
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Patrick,
You can order ACS bits either directly or through LCS in the UK, if that
helps?
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 BEBERRY(at)aol.com
Subject: Re: Europa-List: Air vents
Michael - thanks for the reply and tips. I will have a look at the site
but
it may be a bit more difficult from here in U.K.
Patrick
________________________________________________________________________________
| From: | "ctsmallwood" <ctsmallwood(at)onetel.com> |
| Subject: | Graham Singleton |
Hi All
Just to let all know Grahams Computer is down,therefor his
E mails are not actioned
Regards Colin Smallwood
________________________________________________________________________________
| From: | Trevpond(at)aol.com |
Hi all,
Might be something the Europa Club could buy a few of.
Trev Pond
Kit 598
Completed!
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: Constant speed was RE: Fuel smell 912S XS front fire |
wall
What you are looking for might be at:
http://www.v-prop.com/Design/design.html
Duncan McF.
----- Original Message -----
From: "josok" <josok-e(at)ukolo.fi>
Subject: Europa-List: Constant speed was RE: Fuel smell 912S XS front fire
wall
>
> This makes me realize, that constant speed prop governors are just that.
> They obviously do not take the power curve of an engine in account at all.
> If you look at the power and torque curves of the 912s and 914 it is clear
> that at low power (fuel consumption) settings 5000 rpm is far from
> optimal. It is really inefficient, more fuel burn, more wear. A real
> improvement would be if there would be a more intelligent unit, which
> would reduce rpm, to stay in line with the best map. Is there anything
> available like that or would i have to make it myself?
>
> Regards,
>
> Jos Okhuijsen
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
>
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
Funny thing.......I have had my ACS vents installed for 5 years and 400
hours, and never a lick of trouble.
Garry Stout
----- Original Message -----
From: "Michael Grass" <M.Grass(at)comcast.net>
Subject: Re: Europa-List: Air vents
>
> Patrick,
>
> I am not 100% sure, but it looks like Air Craft Spruce after it had those
> air inlets discontinued last year, is offering them in this years catalog
> again. Perhaps this might be a new design. ACS also offers for the first
> time an "Air Inlet Repair Kit" P/N 05-01464 for US$10.95 and can be found
> on
> the new catalog on page 191. The catalog states that "anyone who has
> installed plastic adjustable air inlet kit may have experienced a failure
> of
> the operation mechanism that opens and closes the inlet". Maybe this kit
> will replace the mechanism and restore its functionality. I have not
> physically seen this kit, but I wonder if this mechanism is better then
> the
> original one. I take a guess that ACS may had to many complains and it
> discontinued those last year till a better substitute could be offered.
>
> Just my penny worth of thoughts
>
> Michael Grass
> A266 Tri Gear. (Still recovering from aprox 70 hours bonding in the main
> gear socket tubes)
> ----- Original Message -----
> From: <BEBERRY(at)aol.com>
> To:
> Subject: Re: Europa-List: Air vents
>
>
>>
>>
>> Thanks Ferg - yes the original part is a bit flimsy and I guess quite a
>> few
>> small mods have been put together to cover the lack of spares. I will
>> do
>> something along the lines you suggest.
>>
>> Patrick
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Richard Iddon" <riddon(at)sent.com> |
| Subject: | Taper Pins in Tailplane Torque tube |
Graeme,
I am going to have to replace the pins in my torque tube before long.
The factory will supply oversize pins and Bob Harrison has an approved
mod which clamps the TP12 and TP9 to the tube. I haven't come across
any taper pins as an alternative but, if this is an option I would be
grateful if you would let me have any info you find out.
Richard Iddon G-RIXS
Hi,
I have heard that a number of builders have substituted taper pins in
place of the straight pins attaching TP09, TP12 etc to the tailplane
torque tube. Does anyone have an approved PFA mod number for this?
Thanks,
Graeme Smith
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Taper Pins in Tailplane Torque tube |
Richard,
You might also want to have a chat with Nigel Graham about his solution on
the torque-tube. He has some rings ready to redux into the TT at the
appropriate point to reinforce it against crushing - and as a result can
simply use AN3 bolts to join the two parts.
Very simple, very neat, and I'm sure very effective.
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 Richard Iddon
Subject: RE: Europa-List: Taper Pins in Tailplane Torque tube
Graeme,
I am going to have to replace the pins in my torque tube before long.
The factory will supply oversize pins and Bob Harrison has an approved
mod which clamps the TP12 and TP9 to the tube. I haven't come across
any taper pins as an alternative but, if this is an option I would be
grateful if you would let me have any info you find out.
Richard Iddon G-RIXS
Hi,
I have heard that a number of builders have substituted taper pins in
place of the straight pins attaching TP09, TP12 etc to the tailplane
torque tube. Does anyone have an approved PFA mod number for this?
Thanks,
Graeme Smith
________________________________________________________________________________
| From: | "Bob Fairall" <b_fairall(at)fairalls.co.uk> |
| Subject: | Fuel gauge - again! |
Having become fed up with the 'standard' location of the fuel sight gauge on
my existing Europa for all the previously well documented reasons, in
addition to the Flowscan and Capacitance type gauges I intent to fit, I
thought I'd also fit a sight gauge, albeit up the seat back as others have
done.
I'm just a bit unsure of the precise route for the tube. Have others gone up
the left side of the tunnel, the right side, or straight through the middle?
Bob Fairall
Kit 71 G-BXLK up and flying wonderfully since 1998.
Kit 494 under construction and I'm STILL enjoying every minute of it!
________________________________________________________________________________
| From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | Fuel gauge - again! |
Hi! Bob (F)
I devised mine and it goes through the middle of the tunnel and
re-enters the seat back then diagonally backwards across the tank top
for the vent.
Initially it was hopeless due to when the P1 looks down wards he can't
see the meniscus level of the fuel. However I bought a 3mm high vis
float ball so now the level's plain to see. You must make sure it
doesn't just bugger off over the tank top though. Tunnel top level gives
about 2 gallons in Main side available plus the normal reserve. The ball
was from a Vance Atkinson who sells the fuel sight gauges for the
Varyeeze type a/c. his e-mail address was :- Nostromo56(at)comcast.net
You can see my photos
at:-http://www.crixbinfield.freeserve.co.uk/europa.htm
Click on "Bob Harrison's Europa G-PTAG" and scroll down accordingly.
I had to rework it all though to insert the ball after the photo's were
taken.
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Bob Fairall
Subject: Europa-List: Fuel gauge - again!
Having become fed up with the 'standard' location of the fuel sight
gauge on
my existing Europa for all the previously well documented reasons, in
addition to the Flowscan and Capacitance type gauges I intent to fit, I
thought I'd also fit a sight gauge, albeit up the seat back as others
have
done.
I'm just a bit unsure of the precise route for the tube. Have others
gone up
the left side of the tunnel, the right side, or straight through the
middle?
Bob Fairall
Kit 71 G-BXLK up and flying wonderfully since 1998.
Kit 494 under construction and I'm STILL enjoying every minute of it!
________________________________________________________________________________
| Subject: | Re: Stall Warners |
Mike
> Mike, The Europa stall warner is a neat item that doesn't stick out into the
> airflow and ruin the laminar flow. Recommended. David Joyce
Reinforcing David's comments. It also can be retrofitted if you order the
retro kit. Worked well. Just need several readings of instructions and
courage to start the blind drilling!
Regards
Gerry
________________________________________________________________________________
| Subject: | RE: Fuel gauge - again! |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
Vance Atkinson web site:
http://home.comcast.net/~nostromo56/album3_002.htm
Vance's gauge installed in an Europa:
http://www.europaowners.org/album43
I don't think I would install the reserve tank gauge if I had to do it again...
But I had all the parts so I did it...
Chat Later,
Steved
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Re: Stall Warners |
Hey Cliff,
I have an AOA installed separetly. But I have going back and forth about the
attention getting audible warning that a stall warner might provide. Still
thinking.........
Mike
________________________________________________________________________________
| From: | Paul Stewart <europa(at)pstewart.f2s.com> |
Anyone who has used a black (or other colour) spray to help contouring
while sanding - can I ask what spray paint you have used?
Regards
Paul
G- GIDY
________________________________________________________________________________
| From: | <beecho(at)beecho.org> |
Hi Paul
I am using the cheapest quick drying flat black enamel. Seems to work well.
Tom Friedland
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Stewart
Subject: Europa-List: Mist coat
-->
Anyone who has used a black (or other colour) spray to help contouring
while sanding - can I ask what spray paint you have used?
Regards
Paul
G- GIDY
--
--
________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
Hi Paul,
Any black lacquer will work. Just DON'T use enamel, it clogs up the paper.
If you have some black basecoat that will work also.
Jim
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Stewart
Subject: Europa-List: Mist coat
-->
Anyone who has used a black (or other colour) spray to help contouring while
sanding - can I ask what spray paint you have used?
Regards
Paul
G- GIDY
________________________________________________________________________________
| From: | "ivor.phillips" <ivor.phillips(at)ntlworld.com> |
I have used plain old Matt Black acrylic 400ml cans , Auto chem is one
company but most car accessory shops will sell something equivalent,
Ivor Phillips
XS486 London UK
CM Installed, rudder cables complete,
undercarriage fitted brakes working
flap tube fitted
wing lift pins fitted,tiebar fitted instrument
panel being finalised,
> Anyone who has used a black (or other colour) spray to help contouring
> while sanding - can I ask what spray paint you have used?
>
> Regards
> Paul
> G- GIDY
________________________________________________________________________________
| From: | "willie harrison" <willie.harrison(at)tinyonline.co.uk> |
I drilled a hole and installed an M5 countersunk screw through the
adjustable vane. I glued together the remains of the original knurled
wheel/collar and an M5 tapped disc. Works fine.
Willie Harrison, G-BZNY
________________________________________________________________________________
| Subject: | Re: Stall Warners |
| From: | Jacques.POINT(at)total.com |
14, 2004) at 09/06/2005 04:29:27 AM,
Serialize complete at 09/06/2005 04:29:27 AM,
Itemize by SMTP Server on XFRPAR-HE03/GROUP/Corp(Release 6.5.1|January
21, 2004) at
06/09/2005 04:29:27,
Serialize by Router on XFRPAR-HE03/GROUP/Corp(Release 6.5.1|January 21,
2004) at
06/09/2005 04:29:28,
Serialize complete at 06/09/2005 04:29:28
Hi Glen,
If it is the one for the first version (foam) wing and if you want to
sell, please let me know
Regards
Jacques POINT
Mono # 148
e-mail: jacques.point(at)total.com
________________________________________________________________________________
| From: | "Mike Parkin" <mikenjulie.parkin(at)btopenworld.com> |
Paul,
Try using 3M Dry Guide Coat, I used it extensively during the colour
sanding of my Europa and it worked brilliantly.
It is applied with a sponge applicator, does not require drying time,
odourless and does not clog the wet or dry paper.
regards,
Mike
----- Original Message -----
From: "Paul Stewart" <europa(at)pstewart.f2s.com>
Subject: Europa-List: Mist coat
>
> Anyone who has used a black (or other colour) spray to help contouring
> while sanding - can I ask what spray paint you have used?
>
> Regards
> Paul
> G- GIDY
>
>
>
________________________________________________________________________________
Thanks Willie - that was the sort of thing I had thought of doing. Glad to
hear it works and I will give it a go.
Best wishes.
Patrick
________________________________________________________________________________
| From: | "Mike Gamble" <mp.gamble(at)tiscali.co.uk> |
| Subject: | Through the firewall |
Still trying to find the best way to get the rubber fuel lines through the stainless
steel firewall.
The good book just says go forward about 4 inches below the u/c bay roof then up
and over the engine to the mechanical pump.
I had thought of feeding the tubes through a hard plastic or metal duct from a
point about 4 inches before the engine mount through the roof at 45 degrees then
through the firewall but Andy is not too happy with that.
I would rather not have to penetrate the steel panel with the rubber tubing so
can anyone help with alternatives.
Thanks as ever.
Mike Gamble
XS mono #440
________________________________________________________________________________
| Subject: | Re: Through the firewall |
Mike Hi!
> I would rather not have to penetrate the steel panel with the rubber tubing so
> can anyone help with alternatives.
Have you looked around at what the Rally and Off-Road Vehicles are using.
They use a Bulkhead Fitting secured to a firewall and then connect each
side. These connections can be for Metal or armoured tubing.
Worth going to see one of these type of Suppliers but DONT tell them it's
for an Aircraft. They will charge more and want you to indemnify them
against accident claims!
Regards
Gerry
How much free photo storage do you get? Store your holiday
________________________________________________________________________________
| Subject: | FW: AOPA CI Region eBulletin 08/05 |
Hi Guys
Slightly off subject, but I thought it may be of interest to some...!
Alan
Good Morning,
I have taken the liberty of circulation the following notes from Charles
Strasser.
I do appreciate the you may also have received this information direct,
but better twice than not at all.
Regards, Ralph.
----- Original Message -----
From: Charles <mailto:strasser(at)propilots.net> Strasser
Subject: AOPA CI Region eBulletin 08/05
If you are a foreign register aircraft owner/operator/pilot please see
the following web site of which I have just received details by email.
http://www.rffcc.com/nreg/
Also of interest to all aviators is www.airwork.nl - although in
Dutch has many photo features and airport sites..
Rgds Charles
________________________________________________________________________________
| Subject: | Re: Through the firewall |
Havent got there yet but I was considering using a Tuffnall Bush constructed
by bolting through on each side of the Stainless??
Dave Park
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Through the firewall |
Arent there AN parts intended for rubber fuel hose that would do the job of
bulkhead penetration? They also happen to look very smart :-)
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 Gerry Holland
Subject: Re: Europa-List: Through the firewall
<gholland@gemini-resourcing.com>
Mike Hi!
> I would rather not have to penetrate the steel panel with the rubber
tubing so
> can anyone help with alternatives.
Have you looked around at what the Rally and Off-Road Vehicles are using.
They use a Bulkhead Fitting secured to a firewall and then connect each
side. These connections can be for Metal or armoured tubing.
Worth going to see one of these type of Suppliers but DONT tell them it's
for an Aircraft. They will charge more and want you to indemnify them
against accident claims!
Regards
Gerry
How much free photo storage do you get? Store your holiday
________________________________________________________________________________
| Subject: | Re: Through the firewall |
> Arent there AN parts intended for rubber fuel hose that would do the job of
> bulkhead penetration? They also happen to look very smart :-)
Look at Light Aero: http://www.lightaero.co.uk
Parts:
AN807
AN848
There is bound to be a combination that would suit.
Gerry
How much free photo storage do you get? Store your holiday
________________________________________________________________________________
| From: | "G-IANI" <g-iani(at)ntlworld.com> |
| Subject: | Through the firewall |
Mike
>Still trying to find the best way to get the rubber fuel lines through the
stainless steel firewall.
Going through the firewall itself is not a major problem. The two solutions
I have seen are:-
1) A/C Spruce "stainless steel Firewall shields" P/n 61-300 Page 269 of 2--3
Catalogue
The second solution was used by a very skilled blacksmith who really knows
the material. Drill the hole undersize then hammer a mandrel through it to
form the final hole. If you do this just right you get a nice transition
curve and plenty of bearing surface. If you get it wrong the sheet
stainless will tear and you will have more sharp edges in which case you
revert to solution 1). The holes were made just big enough to take the
required pipe/cable covered by a short length a larger diameter rubber tube.
Sorry but no pictures available.
Ian Rickard #505 G-IANI XS Trigear
Europa Club Mods Rep (Trigear)
e-mail mods(at)europaclub.org.uk
or direct g-iani(at)ntlworld.com
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
| Subject: | Re: FW: AOPA CI Region eBulletin 08/05 |
This is not off the subject if it's a Europa in another country.
What disturbs me is it may be a trend to keep aircraft inside some political
line drawn by the usual dolts. Just as radio waves don't see the border, nor
do aircraft.
I am not as familiar with international agreements as I should
be perhaps, but if this is an innovation, it will quickly spread on a
tit-for-tat basis so that each country (think Somalia) will be a different
source of parochial stupidity. Does anyone know what international
agreements regulate recognition of each Authority's powers - or are we
victims of more political interference?
For instance, what is the upper limit of Nepal's regulatory
powers over 'its' airspace? Should the shuttle be paying Customs? Since God
made the air (as He did the radio ether), who should supervise it if not by
agreement?
"Make 'em satisfy ICAO"
Open to flames
Happy landings
Ferg
----- Original Message -----
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: Europa-List: FW: AOPA CI Region eBulletin 08/05
<alan@kestrel-insurance.com>
|
| Hi Guys
|
| Slightly off subject, but I thought it may be of interest to some...!
|
| Alan
|
|
| Good Morning,
|
| I have taken the liberty of circulation the following notes from Charles
| Strasser.
| I do appreciate the you may also have received this information direct,
| but better twice than not at all.
|
| Regards, Ralph.
|
|
| ----- Original Message -----
| From: Charles <mailto:strasser(at)propilots.net> Strasser
| To: Charles Strasser
| Subject: AOPA CI Region eBulletin 08/05
|
| If you are a foreign register aircraft owner/operator/pilot please see
| the following web site of which I have just received details by email.
| http://www.rffcc.com/nreg/
| Also of interest to all aviators is www.airwork.nl - although in
| Dutch has many photo features and airport sites..
| Rgds Charles
|
|
|
|
|
|
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
| Subject: | Re: Through the firewall |
----- Original Message -----
From: "Gerry Holland" <gholland@gemini-resourcing.com>
Subject: Re: Europa-List: Through the firewall
| > Arent there AN parts intended for rubber fuel hose that would do the job
of
| > bulkhead penetration? They also happen to look very smart :-)
| Look at Light Aero: http://www.lightaero.co.uk|
| Parts:
| AN807
| AN848
| There is bound to be a combination that would suit.
| Gerry
Right on. Spruce has several pages of AN bits. I used the above to run the
return fuel line back to the tank inlet. Any AN steel fitting with a 35deg
cone and (I think) a 9/16"x18tpi - for 3/8" bore - will be secure through
composite or stainless steel walls, by means of appropriate washers and
nuts. "Bulkhead" is the trigger word.
Ferg
A064
________________________________________________________________________________
| Subject: | FW: AOPA CI Region eBulletin 08/05 |
Fergus
I agree entirely and for that reason we should ALL write to our
individual MP's or other representatives to express our views, or this
will be the beginning of the end believe me.
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fergus Kyle
Subject: Re: Europa-List: FW: AOPA CI Region eBulletin 08/05
This is not off the subject if it's a Europa in another
country. What disturbs me is it may be a trend to keep aircraft inside
some political
line drawn by the usual dolts. Just as radio waves don't see the border,
nor
do aircraft.
I am not as familiar with international agreements as I
should
be perhaps, but if this is an innovation, it will quickly spread on a
tit-for-tat basis so that each country (think Somalia) will be a
different
source of parochial stupidity. Does anyone know what international
agreements regulate recognition of each Authority's powers - or are we
victims of more political interference?
For instance, what is the upper limit of Nepal's regulatory
powers over 'its' airspace? Should the shuttle be paying Customs? Since
God
made the air (as He did the radio ether), who should supervise it if not
by
agreement?
"Make 'em satisfy ICAO"
Open to flames
Happy landings
Ferg
----- Original Message -----
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: Europa-List: FW: AOPA CI Region eBulletin 08/05
<alan@kestrel-insurance.com>
|
| Hi Guys
|
| Slightly off subject, but I thought it may be of interest to some...!
|
| Alan
|
|
| Good Morning,
|
| I have taken the liberty of circulation the following notes from
| Charles Strasser. I do appreciate the you may also have received this
| information direct, but better twice than not at all.
|
| Regards, Ralph.
|
|
| ----- Original Message -----
| From: Charles <mailto:strasser(at)propilots.net> Strasser
| To: Charles Strasser
| Subject: AOPA CI Region eBulletin 08/05
|
| If you are a foreign register aircraft owner/operator/pilot please see
| the following web site of which I have just received details by email.
| http://www.rffcc.com/nreg/
| Also of interest to all aviators is www.airwork.nl - although
in
| Dutch has many photo features and airport sites..
| Rgds Charles
|
|
|
|
|
|
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Stall Warning Pressure Switch |
I placed this question a few days ago. Like the last question I asked,
I didn't receive any solutions so I'm wondering if my e-mails are not
being sent through the whole list. I sometimes get answers to other
questions that I've never seen. Here is the question again and is there
anyone else having this problem on the list?
(Question)
I have just finished the install of the stall warner but was hooking up
the pressure switch when the instructions said to refer to the drawing.
I didn't receive a drawing. Does the hose from the wing go onto the A
side or the B side of the pressure switch. I assume the ground or hot
doesn't matter as these are not marked. Is that correct?
Thanks in advance!
Jeff
A258
Painted and working very part time at crossing things off the long list.
________________________________________________________________________________
| Subject: | FW: FW: AOPA CI Region eBulletin 08/05 |
Just to bang "my drum" a little more on the N reg issue. This a reply
from a friend of mine in the USA who also the CAA's proposal for banning
foreign registered aircraft. It's a bit tongue in cheek, but not much..!
Alan
Situation sux, big time. First your guns, now your airplanes. And then?
According to their own figures, 500 to 1500 aircraft is 11 to 21% of
the total NON TURBINE GA fleet in the UK - which tells me there are
more C150/152s operating in the US than there are piston engine
airplanes in the UK. And you guys are not a poor country - your
standard of living is comparable to ours.
Also tells me the CAA really *is* the campaign against aviation.
Having taught the CAA PPL test syllabus personally for the past seven
years, I can say from my own experience that the CAA is totally MIRED
and utterly STUCK in the 1930s. The test covers such vital items like
the 1 in 60 rule, and you saw how much good that did Amelia Earhart -
who was the last person to actually try it. It also makes a big thing
about the wet sump vs. dry sump difference between modern engines
(anything newer than 1950) and archaic crap like the radial engine in
a CJ-6 (Chinese knockoff of the Yak 52) - and just how many people
learn to fly in Harvards or AT-6s or CJ-6s anyway? And they do love
their ADFs - another utterly archaic, wildly unreliable, difficult to
interpret relic of the dark ages of aviation.
Bulletins from 2005 . . . GPS? Carbon fiber? Glass cockpit? Oh, no,
we want you to fly a stick and rag aeroplane and navigate with Morse
code.
GBP149 to issue a PPL? And what do you get? A page of paper, and they
write down your address so they'll know where to harass and bill you
in the future?
Remember me joking about the UK becoming the 51st state? Doesn't
sound so much like a joke any more, does it?
Best,
Mike
PS - Ela sends "her condolences".
________________________________________________________________________________
| From: | "ivor.phillips" <ivor.phillips(at)ntlworld.com> |
| Subject: | Re: Stall Warning Pressure Switch |
Hi Jeff
The A side of the pressure switch will operate as a stall Warner ( Negative
pressure)
The B side could be used ( positive air pressure) to operate a flight
timer or to switch on a transponder, ( Of cause using a separate
switch )
You are correct on the wiring
Ivor Phillips
XS486 London UK
CM Installed, rudder cables complete,
undercarriage fitted brakes working
flap tube fitted
wing lift pins fitted,tiebar fitted instrument
panel being finalised,
----- Original Message -----
From: "JEFF ROBERTS" <jeff(at)rmmm.net>
Subject: Europa-List: Stall Warning Pressure Switch
> (Question)
> I have just finished the install of the stall warner but was hooking up
> the pressure switch when the instructions said to refer to the drawing.
> I didn't receive a drawing. Does the hose from the wing go onto the A
> side or the B side of the pressure switch. I assume the ground or hot
> doesn't matter as these are not marked. Is that correct?
> Thanks in advance!
> Jeff
> A258
> Painted and working very part time at crossing things off the long list.
>
>
>
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
| Subject: | DOTH tomorrow Wednesday |
I am planning (weather permitting) to fly down to Land's End tomorrow.
The forecast is looking good. If anyone would like to meet me there I
plan to arrive in time for lunch.
Nigel Charles
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
| Subject: | Through the firewall |
I found that a stepped drill will cut neat holes in thin materials
including stainless sheet.
Nigel Charles
>>-----Original Message-----
>>From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-
>>server(at)matronics.com] On Behalf Of G-IANI
>>Sent: Tuesday, September 06, 2005 11:49
>>To: europa-list(at)matronics.com
>>Subject: RE: Europa-List: Through the firewall
>>
>>
>>Mike
>>>Still trying to find the best way to get the rubber fuel lines
through
>>the
>>stainless steel firewall.
>>
>>Going through the firewall itself is not a major problem. The two
>>solutions
>>I have seen are:-
>>
>>1) A/C Spruce "stainless steel Firewall shields" P/n 61-300 Page 269
of 2-
>>-3
>>Catalogue
>>
>>The second solution was used by a very skilled blacksmith who really
knows
>>the material. Drill the hole undersize then hammer a mandrel through
it
>>to
>>form the final hole. If you do this just right you get a nice
transition
>>curve and plenty of bearing surface. If you get it wrong the sheet
>>stainless will tear and you will have more sharp edges in which case
you
>>revert to solution 1). The holes were made just big enough to take
the
>>required pipe/cable covered by a short length a larger diameter rubber
>>tube.
>>Sorry but no pictures available.
>>
>>
>>Ian Rickard #505 G-IANI XS Trigear
>>Europa Club Mods Rep (Trigear)
>>e-mail mods(at)europaclub.org.uk
>> or direct g-iani(at)ntlworld.com
>>
>>
>>
>>
________________________________________________________________________________
| From: | "G-IANI" <g-iani(at)ntlworld.com> |
| Subject: | Stall Warning Pressure Switch |
Sorry to hear you did not get a reply earlier.
The problem is the aircraft is not to hand and it means taking the panel off
to read the labels.
From my pictures the pipe is fitted to the port on the side next to the
right angle mounting flange.
Hope this helps
Ian Rickard #505 G-IANI XS Trigear
Europa Club Mods Rep (Trigear)
e-mail mods(at)europaclub.org.uk
or direct g-iani(at)ntlworld.com
-----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: Stall Warning Pressure Switch
________________________________________________________________________________
| Subject: | RE: Stall Warning Pressure Switch |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
The Mod # is 61 and the PDF file is at:
http://www.europa-aircraft.biz/pdfs/modifications/Mod%2061b.pdf
The new build PDF and the paper work (61a) has no info on wiring or tubing connections.
I didn't get any info with my kit either.
The 61b PDF has the required info. ( twice )
The PDF files can also be download from:
http://www.europaowners.org/dlman.php
Under Modification files
I've also attached a JPG of the wiring diagram.
Chat later,
Steved
----------------
This Email contains Photos or Attachments located at the following link:
http://www.europaowners.org/viewtopic.php?p=7342#7342
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
Was lookin at this site:
http://www.v-prop.com/Position_Lights/position_lights.html
And it has a pretty slick looking approach to LED Position LEDs. Encapsulate in
very
clear epoxy.
Hmmmm.
Ron Parigoris
N4211W
________________________________________________________________________________
| From: | rlborger <rlborger(at)mac.com> |
Mike,
For my two bits:
I have not gone firewall forward yet (soon, but not quite yet). My
plans are to use AN bulkhead fittings to penetrate the firewall. In
theory, they will allow removal of the fuel plumbing at the firewall
without disturbing the firewall, should it be necessary.
Go to Aircraft Spruce and look at the AN fittings numbered 804, 832,
833, 834, 837, 838, & 848. I'm pretty sure some collection of them
will work for your setup.
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(85%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, outrigger mod in,
Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar
in, flap drive in, Mod 70 done. Working in - 24 Instrument Panel, 25
Electrical, 28 Flaps, 29 Main Gear, 30 Fuel System, 32 Tail, 34 Door
Latches & 35 Doors, 37 Finishing. Airmaster on order. Seat arrived
from Oregon Aero. Preparing ROTAX 914 for installation.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
>Graeme,
>
>I am going to have to replace the pins in my torque tube before long.
>The factory will supply oversize pins and Bob Harrison has an approved
>mod which clamps the TP12 and TP9 to the tube. I haven't come across
>any taper pins as an alternative but, if this is an option I would be
>grateful if you would let me have any info you find out.
>
>Richard Iddon G-RIXS
You can't use taper pins, they will distort the tube and that will cause
friction in the bearings.
Only alternative I can think of is expandinhg pins. You will have to make
your own. I made a set from the soft 1/4"stainless the factory use, taper
hole in the ends and taper bushes to expand the tube by tightening AN3
bolts.Worked beautifully. Don't think PFA have approved this soloution but
I did write to Francis years ago.
Graham
--
________________________________________________________________________________
| From: | Paul Boulet <possibletodo(at)YAHOO.COM> |
| Subject: | Converting a mono wheel to a tri gear |
Hi all;
for various reasons I've decided to convert my bird to
a tri gear. Anyone with parts to sell please send me
an email (off forum)of what you have with prices.
Also any suggestions for the converstion might be
helpful to post here for all to see. Thanks
Paul Boulet, N914PB
Malibu, California
"Completed Mono wheel in test flight phase- 10 hours
flown and 30 more to go"
________________________________________________________________________________
| From: | SPurpura(at)AOL.COM |
| Subject: | Re: Through the firewall |
DONT GO THROUGH THE FIREWALL WITH YOUR FUEL LINES, GO AROUND IT.
SAM N77EU
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
Dear Listers,
I will be taking the Matronics Web Server down for a few hours today,
Tuesday September 6 2005 for a chassis upgrade. Archive browsing and
searching along with subscription services will be unavailable for
be processed normally during the upgrade. Please check the Matronics
System Status Page for updates (although this page resides on the web
server and won't be available during the upgrade):
http://www.matronics.com/SystemStatus/
Matt Dralle
Matronics Email List Admin.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| Subject: | Converting a mono wheel to a tri gear |
Paul:
I've no parts to offer but if you would like to look at how the Tri-Gear
went together there is one in my "hanger" in Irvine.
Best regards,
Rob Housman
A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Paul Boulet
Subject: Europa-List: Converting a mono wheel to a tri gear
Hi all;
for various reasons I've decided to convert my bird to
a tri gear. Anyone with parts to sell please send me
an email (off forum)of what you have with prices.
Also any suggestions for the converstion might be
helpful to post here for all to see. Thanks
Paul Boulet, N914PB
Malibu, California
"Completed Mono wheel in test flight phase- 10 hours
flown and 30 more to go"
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Re: RE: Stall Warning Pressure Switch |
Thanks Steve!
Jeff
A258
On Sep 6, 2005, at 4:38 PM, SteveD wrote:
>
> The Mod # is 61 and the PDF file is at:
> http://www.europa-aircraft.biz/pdfs/modifications/Mod%2061b.pdf
> The new build PDF and the paper work (61a) has no info on wiring or
> tubing connections. I didn't get any info with my kit either.
>
> The 61b PDF has the required info. ( twice )
>
> The PDF files can also be download from:
> http://www.europaowners.org/dlman.php
> Under Modification files
>
> I've also attached a JPG of the wiring diagram.
>
> Chat later,
> Steved
>
> ----------------
> This Email contains Photos or Attachments located at the following
> link:
> http://www.europaowners.org/viewtopic.php?p=7342#7342
>
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
________________________________________________________________________________
| Subject: | re: through the firewall |
| From: | "paul atkinson" <paul(at)theatkinsons.demon.co.uk> |
Mike
I did mine by marking out the cut out needed on the stbd edge of the
firewall (not a hole)
then made radial cuts with tin snips to just short of the mark (about 2mm
I think). I then bent each spike of metal back, resulting in a radiused
edge. Cut off the surplus and file away any sharp edges and bob's your
uncle. You can enlarge the cut out if necessary with a bit of judicious
hammering until it gently clamps the tubing. I put some electrical tape
over the cut out and a sleeve over the fuel lines where they pass the
firewall.
Regards
Paul Atkinson
> Still trying to find the best way to get the rubber fuel lines through
> the
stainless steel firewall.
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Through the firewall |
>From: Gerry Holland <gholland@gemini-resourcing.com>
>
><gholland@gemini-resourcing.com>
>
>Mike Hi!
>
> > I would rather not have to penetrate the steel panel with the rubber
> tubing so
> > can anyone help with alternatives.
>
>Have you looked around at what the Rally and Off-Road Vehicles are using.
>They use a Bulkhead Fitting secured to a firewall and then connect each
>side. These connections can be for Metal or armoured tubing.
Not a good idea to go through the stainless tin firewall, it's rather
bendy, will vibrate and maybe even start to crack. Better to go inside the
cabin along the floor from beneath the seat to just behind the rudder
pedals, then straight up and through a bulkhead fitting in the roof of the
footwell. Now it will be easy to access when you need to change the rubber.
This is how Brian Fogg did it, (solid aluminium, even better) and it looks
very neat.
I just had a week's holiday in the local boneyard, Derby Royal Infirmary,
not serious but most uncomfortable. Now I have a crashed desktop and a big
pile of emails to sort, so it will be a while before I'm up to speed. If I
promised anyone anything please email off list.
Graham
--
________________________________________________________________________________
| From: | "Richard Iddon" <riddon(at)sent.com> |
| Subject: | Water Temp Gauge |
My VDO analogue water temp gauge on my 912S has been acting up on the
last few flights. Immediately on startup it flickers wildly then as the
engine warms up it settles down but to a higher temp. than it was
running previously. I have checked the connections and wiring to the
sender and all seems OK. I am wondering if :-
a) anyone experienced anything similar & if so, what was the cause
/ outcome.
b) anyone who has fitted a digital system has got a VDO gauge they
would be prepared to sell.
Richard Iddon G-RIXS
________________________________________________________________________________
| From: | "Simon Smith" <jodel(at)nildram.co.uk> |
| Subject: | Water Temp Gauge |
I've found good prices on VDO at www.lowtension.com
Regards
Simon
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Richard Iddon
Subject: Europa-List: Water Temp Gauge
My VDO analogue water temp gauge on my 912S has been acting up on the last
few flights. Immediately on startup it flickers wildly then as the engine
warms up it settles down but to a higher temp. than it was running
previously. I have checked the connections and wiring to the sender and all
seems OK. I am wondering if :-
a) anyone experienced anything similar & if so, what was the cause
/ outcome.
b) anyone who has fitted a digital system has got a VDO gauge they
would be prepared to sell.
Richard Iddon G-RIXS
________________________________________________________________________________
| From: | "J. Gunn" <jim(at)gunn.org.uk> |
| Subject: | Water Temp Gauge |
Richard,
I have a full set of new VDO gauges that came with my 912S surplus to
requirements as I also have the Flydat monitor.
Contact me off the list if you are interested. jim(at)gunn.org.uk
Jim Gunn 559
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Richard Iddon
Subject: Europa-List: Water Temp Gauge
My VDO analogue water temp gauge on my 912S has been acting up on the last
few flights. Immediately on startup it flickers wildly then as the engine
warms up it settles down but to a higher temp. than it was running
previously. I have checked the connections and wiring to the sender and all
seems OK. I am wondering if :-
a) anyone experienced anything similar & if so, what was the cause
/ outcome.
b) anyone who has fitted a digital system has got a VDO gauge they
would be prepared to sell.
Richard Iddon G-RIXS
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
| Subject: | Through the firewall |
Cheers,
I finally found the photo that shows the AN hardware used for
breaching the composite firewall per recent emails - if that's of use
visualising the installation.............
Ferg
PS: Of course it's not much use unless one transforms from alu tubing to
rubber where applicable.................
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | torque tube pins [was: no subject] |
>You can't use taper pins, they will distort the tube and that will cause
>friction in the bearings.
Graham - never say never ... John Scott at Cambridge told me he has
fitted AN taper pins to at least one Europa in place of the original
1/4" parallel pins (TP14A & TP14B). This builder was among the folk
who observed that the holes in the torque tube were not very snug on
the original pins from day 1, and John's change was made before the
torque tube entered service. I certainly felt that my own fairly
cautious reaming of the holes for the replacement 3/8" pins (TP14C &
TP14D) gave a better fit than the original. John's taper pin approach
seems better engineering and I'm not convinced that if correctly
fitted they will cause distortion. If I'd heard of it sooner I'd have
gone for that myself rather than the 3/8" pins.
>Only alternative I can think of is expandinhg pins
That also seems quite neat; but how do expanding pins avoid the
distortion problem you fear with taper pins?
regards
Rowland
--
| Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
| 750 hours building Europa #435 G-ROWI e-mail
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | torque tube pins [was: no subject] |
Rowland,
I would certainly agree with you on the 'careful reaming'. I did mine
likewise and I hope I never have to get them out because they're tighter
than a camel's a**e in a sandstorm!
My original 1/4" pins, on the other hand, were rather less so...
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 Rowland Carson
Subject: Europa-List: torque tube pins [was: no subject]
>You can't use taper pins, they will distort the tube and that will cause
>friction in the bearings.
Graham - never say never ... John Scott at Cambridge told me he has
fitted AN taper pins to at least one Europa in place of the original
1/4" parallel pins (TP14A & TP14B). This builder was among the folk
who observed that the holes in the torque tube were not very snug on
the original pins from day 1, and John's change was made before the
torque tube entered service. I certainly felt that my own fairly
cautious reaming of the holes for the replacement 3/8" pins (TP14C &
TP14D) gave a better fit than the original. John's taper pin approach
seems better engineering and I'm not convinced that if correctly
fitted they will cause distortion. If I'd heard of it sooner I'd have
gone for that myself rather than the 3/8" pins.
>Only alternative I can think of is expandinhg pins
That also seems quite neat; but how do expanding pins avoid the
distortion problem you fear with taper pins?
regards
Rowland
--
| Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
| 750 hours building Europa #435 G-ROWI e-mail
________________________________________________________________________________
| From: | Graeme Smith <graeme(at)gcsmith.flyer.co.uk> |
| Subject: | Re: Europa-List: |
Graham,
Taper pins only cause distortion of the tube if they are over-tightened,
Apparently Europa decided that the risk of builders over-tightening
taper pins was greater than the inconvenience of having to replace the
torque tube periodically. Having spent the whole summer trying to do
that (be aware that Europa have changed the diameter of the torque tube
at various stages of the kit development and that they don't carry
spares of the older tubes), I have a different opinion. Let me quote
from my engineering text "/Plain and threaded taper pins (AN385 and
AN386) are used in joints which carry shear loads and where absence of
play is essential".
/ The problem with parallel pins is that, even if they start off "as
tight as a camel's a**e in a sandstorm!" (as mine originally did), it
only takes a knock or a shock (eg letting the counter weight thump down
on the stop when removing the tailplanes, over enthusiastic full and
free movement of controls check or struggling with mod 70) to introduce
some play, and your torque tube is toast! Play begets play!
As Rowland Carson says, a number of builders have already made this
change and I think there should be an approved PFA mod for it , as
judging by the number of replies I have had to my query it's
something that affects a lot of builders
Graeme
Graham Singleton wrote:
>
>
>
>>Graeme,
>>
>>I am going to have to replace the pins in my torque tube before long.
>>The factory will supply oversize pins and Bob Harrison has an approved
>>mod which clamps the TP12 and TP9 to the tube. I haven't come across
>>any taper pins as an alternative but, if this is an option I would be
>>grateful if you would let me have any info you find out.
>>
>>Richard Iddon G-RIXS
>>
>>
>
>You can't use taper pins, they will distort the tube and that will cause
>friction in the bearings.
>Only alternative I can think of is expandinhg pins. You will have to make
>your own. I made a set from the soft 1/4"stainless the factory use, taper
>hole in the ends and taper bushes to expand the tube by tightening AN3
>bolts.Worked beautifully. Don't think PFA have approved this soloution but
>I did write to Francis years ago.
>Graham
>
>
>
>
________________________________________________________________________________
| From: | "Richard Iddon" <riddon(at)sent.com> |
Graham,
Can you expand a bit on 'expanding pins' Not being an engineer I can't
visualise what these are or how they work.
Richard.
You can't use taper pins, they will distort the tube and that will cause
friction in the bearings.
Only alternative I can think of is expandinhg pins. You will have to
make
your own. I made a set from the soft 1/4"stainless the factory use,
taper
hole in the ends and taper bushes to expand the tube by tightening AN3
bolts.Worked beautifully. Don't think PFA have approved this soloution
but
I did write to Francis years ago.
Graham
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | torque tube pins |
>Graham - never say never ... John Scott at Cambridge told me he has
agreed, it's a word that will always be untrue
>fitted AN taper pins to at least one Europa in place of the original
>1/4" parallel pins (TP14A & TP14B).
>
>That also seems quite neat; but how do expanding pins avoid the
>distortion problem you fear with taper pins?
>Rowland
Hi Rowland
there isn't any distortion because the pin expands radially, no axial
movement. The problem is the precision engineering to make them.
There is another difficulty, retrofitting with the top on would be tricky
and it would be difficult to be certain that the pin was correctly placed
axially. You could have one end of the expanding section missing on of the
tubes. That's why I didn't pursue it.
Graham
--
________________________________________________________________________________
| Subject: | Problem with metal Airmaster spinner |
| From: | "Tim Weert" <tim.weert(at)hccnet.nl> |
Hi All,
Yesterday I discouvered a small crack in the spinner from my Europa. The crack
starts from one of the "corner" screws to the propeller. It ends at the flat side
cut out for the propeller gap. It is a little but more than 1 cm long.
At 28-8-2003, the former owner (EMIL, it was then flying as demonstrator G-KITZ)
replaced the metal spinner according the techlog due to a crack at 288 flying
hours. Now, 2 years later at 480 flying hours there develloped again a crack
in that "new" spinner.
The propeller and carburators are balanced.
Are there more Europa's with a metal spinner who had this problem?
Is it a design problem or may be an installation problem?
What is the best solution?
According Gehling flugtechnik at Stadtlohn (EDLS in Germany) they can place "triangles"
of metal at all 6 corners (every propeller blade has two corners like
this), all triangle plates fitted with 3 "nieten" (= kind of flat rivets) a piece
to the spinner. But I would like to know if the suggested cure of Gehling
is allowed and will hold.
Regards, Tim.
Heerhugowaard,
#460 PH-JAI XS TG 914 AP332
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
I am concerned that my fairly recently acquired Tri Gear 914 has is no
parking brake and no hold down points. This is fine when I am flying from home
and
hangaring every time but when touring I need some security. I am just
fitting a speed kit and wonder if it is permissible to extend a bolt under each
wing where the flap struts are drilled, to make a hold down point on each side.
I do not think that wing hold down points can be retrofitted so any advice
would be appreciated.
Patrick.
________________________________________________________________________________
| From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
| Subject: | Re: Problem with metal Airmaster spinner |
Hello Tim
I looked at a Trigear with a 912S that has a Airmaster prop, and the spinner was
cracked for a second time in a hundred hours. he had it welded the first time,
and i saw that all the screws was not seated all the way.
I had a Airmaster on order at the time and asked Martin bout cracking??? He said
the newer spinners have a new location of mounting holes that help a lot to
not crack. he probably said they do not crack anymore. i also had concern as the
front mount was not real tight, he said to wrap electrical tape to get a nice
tight fit.
Also it is probably not a good idea to push plane from spinner.
Good Luck.
Sincerely
Ron Parigoris
Tim Weert wrote:
>
> Hi All,
>
> Yesterday I discouvered a small crack in the spinner from my Europa. The crack
starts from one of the "corner" screws to the propeller. It ends at the flat
side cut out for the propeller gap. It is a little but more than 1 cm long.
>
> At 28-8-2003, the former owner (EMIL, it was then flying as demonstrator G-KITZ)
replaced the metal spinner according the techlog due to a crack at 288 flying
hours. Now, 2 years later at 480 flying hours there develloped again a crack
in that "new" spinner.
> The propeller and carburators are balanced.
>
> Are there more Europa's with a metal spinner who had this problem?
> Is it a design problem or may be an installation problem?
> What is the best solution?
>
> According Gehling flugtechnik at Stadtlohn (EDLS in Germany) they can place "triangles"
of metal at all 6 corners (every propeller blade has two corners like
this), all triangle plates fitted with 3 "nieten" (= kind of flat rivets) a
piece to the spinner. But I would like to know if the suggested cure of Gehling
is allowed and will hold.
>
> Regards, Tim.
> Heerhugowaard,
> #460 PH-JAI XS TG 914 AP332
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
________________________________________________________________________________
| From: | Paul Stewart <europa(at)pstewart.f2s.com> |
| Subject: | Re: Through the firewall |
Must confess to having not been following the thread closely, but if its
of any help there are at least a couple of photos of my fuel return
coming through the firewall via an AN fitting at:
http://www.europaowners.org/modules.php?set_albumName=album58&op=modload&name=gallery&file=index&include=view_album.php
Regards
Paul
G-GIDY
________________________________________________________________________________
| From: | "Erich Trombley" <erichdtrombley(at)juno.com> |
| Subject: | Through the Firewall |
There is no need to go through the firewall for your fuel lines. I ran my fuel
lines from within the tunnel up through the gap between the engine mount (where
the bungee is attached to) and top of the tunnel. You can go on either side
of the bungee depending on your routing. I used the Port side. The advantage
of this approach is that there is obviously no firewall penetration and the
fuel line can be one continuous piece. When sealing the top of the engine mount
with the standard SS firewall simply cut out a notch to go around the fuel
lines and seal with high temp silicone. Works great and allows for easy removal
of the firewall without disturbing the fuel lines.
Erich Trombley
N28ET Classic Mono 914
There is no need to go through the firewall for your fuel lines. I ran my fuel
lines from within the tunnel up through the gap between the engine mount (where
the bungee is attached to) and top of the tunnel. You can go on either side
of the bungee depending on your routing. I used the Port side. The advantage of
this approach is that there is obviously no firewall penetration and the fuel
line can be one continuous piece. When sealing the top of the engine mount with
the standard SS firewall simply cut out a notch to go around the fuel lines
and seal with high temp silicone. Works great and allows for easy removal of
the firewall without disturbing the fuel lines.
Erich Trombley
N28ET Classic Mono 914
________________________________________________________________________________
| Subject: | Re: Problem with metal Airmaster spinner |
It is a golden rule NEVER to push an aeroplane by the spinner. It may crack
and be distorted which has been known to increase imbalance so much in
flight that the propeller etc has parted company with the aircraft!
Patrick
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Water Temp Gauge |
Richard,
If all connections are tight, you might try replacing the sending unit.
If that fails, the gauge is probably toast...
Jeff - N55XS
57 hours and still smilling...
Richard Iddon wrote:
>
>My VDO analogue water temp gauge on my 912S has been acting up on the
>last few flights. Immediately on startup it flickers wildly then as the
>engine warms up it settles down but to a higher temp. than it was
>running previously. I have checked the connections and wiring to the
>sender and all seems OK. I am wondering if :-
>a) anyone experienced anything similar & if so, what was the cause
>/ outcome.
>b) anyone who has fitted a digital system has got a VDO gauge they
>would be prepared to sell.
>
>Richard Iddon G-RIXS
>
>
>
>
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
Patrick,
The tiedowns are really quite simple. Take a look at the September 30,
2004 entry in my build log at http://www.N55XS.com They can also be
modified to extend through the hinge farings on the the speed kits...
Jeff - N55XS
57 hours and still smilling...
BEBERRY(at)aol.com wrote:
>
>
>
>I am concerned that my fairly recently acquired Tri Gear 914 has is no
>parking brake and no hold down points. This is fine when I am flying from home
and
>hangaring every time but when touring I need some security. I am just
>fitting a speed kit and wonder if it is permissible to extend a bolt under each
>wing where the flap struts are drilled, to make a hold down point on each side.
>
>I do not think that wing hold down points can be retrofitted so any advice
>would be appreciated.
>
>Patrick.
>
>
>
>
________________________________________________________________________________
Jeff - I have looked at your tie down solution and quite like it. I am
going to do something like that but maybe, as you suggest, with only fixing ring
protruding from the bottom of the flap fairing.
Many thanks.
Patrick G PUDS
________________________________________________________________________________
| From: | "Mike Gamble" <mp.gamble(at)tiscali.co.uk> |
| Subject: | Re: Through the firewall |
Thanks for the ideas gentlemen.
It's interesting to see that others have routed -
-through the s/steel panel using some sort of protective gland or AN
fitting.
-above the top tube of the u/c frame
-through the wheelwell roof and the firewall using rt angle AN fittings
-inside the ciockpit area, penetrating the firewall via the footwell
using AN fittings
-inside the cockpit area, into the wheelwell, along the roof and through
the firewall
I have the rubber fuel lines running along the top of the wheelwell as far
as the u/c frame and would really like to go forward above the top tube but
there is not enough clearance for this without cutting into the firewall
bottom surface. I don't see anything wrong with this if I make good on the
top surface with a couple of layers of bid.
So that looks like the way to go.
Mike
XS 440 mono
(rubber fuel lines throughout)
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Re: torque tube pins |
>Having spent the whole summer trying to do
>that (be aware that Europa have changed the diameter of the torque tube
>at various stages of the kit development and that they don't carry
>spares of the older tubes), I have a different opinion. Let me quote
>from my engineering text "/Plain and threaded taper pins (AN385 and
>AN386) are used in joints which carry shear loads and where absence of
>play is essential".
>/ The problem with parallel pins is that, even if they start off "as
>tight as a camel's a**e in a sandstorm!" (as mine originally did), it
>only takes a knock or a shock (eg letting the counter weight thump down
>on the stop when removing the tailplanes, over enthusiastic full and
>free movement of controls check or struggling with mod 70) to introduce
>some play, and your torque tube is toast! Play begets play!
Hi Graeme
Agree with most of that. The problem with parallel pins is that you can't
be sure whether the pin is tight in both tubes and as you say any rattle
will gradually knock itself a bigger hole. Most of this damage occurs
during taxying of course. I haven't looked at taper pins, but they could be
subject to the same problem.
Did you know that camels have a triangular a**se, eat straw, sh1t bricks,
hence the pyramids !:->
scuse me, just a sudden senior thought
Graham
--
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Annual Inspection Check List |
Hi all,
Has anyone prepared a formal check list that they work through for their annual
condition inspection ? If so could you forward me a copy.
Thanks, Paul
________________________________________________________________________________
| From: | "Bob Fairall" <b_fairall(at)fairalls.co.uk> |
| Subject: | Annual Inspection Check List |
Hi Paul,
Attached is the list I've developed over a few years.
PLEASE NOTE IT IS NOT EXHAUSTIVE AND EFFECTIVELY ONLY A STARTING POINT - and
consider it to have every disclaimer known to mankind attached to it!
Please also note that almost every time I use it, I add one more items to it
.....
If you do your maintenance away from your workshop (usually I do mine at my
workshop at home, but occasionally at the airfield), I've found it handy to
draw up a list of tools and other items needed. This is simply because on
the first occasion I loaded up so many tools the car would barely move, and
on the next occasion I took the bare minimum and then spent more time
driving to and fro from airfield to workshop than working on the 'plane,
picking up those many items I'd forgotten to bring with me! ........ but I'm
a durbrain so this may not apply to anyone else.
Bob Fairall
71 & 494
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Paul
McAllister
Subject: Europa-List: Annual Inspection Check List
Hi all,
Has anyone prepared a formal check list that they work through for their
annual condition inspection ? If so could you forward me a copy.
Thanks, Paul
________________________________________________________________________________
| Subject: | RE: Annual Inspection Check List |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
Hi Bob,
The Email list server has removed your attachment. You can post it for posterity
in Document storage on EuropaOwners.
Or if you register on EuropaOwners with the same email as you use for the email
list. You can post your attachment under Europa-List and everyone on the email
list will get your email with a link to you document.
Or you can send it to me off list and I'll post it for everyone, if you like...
Chat Later,
SteveD
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | RE: Annual Inspection Check List |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
Thanks Bob, the check list is attached.....
SteveD
----------------
This Email contains Photos or Attachments located at the following link:
http://www.europaowners.org/viewtopic.php?p=7379#7379
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
| Subject: | Al tubing techniques |
I=92m just starting to (finally) fit the Al tubing for my fuel system, and
would appreciate some advice on techniques.
1) Flaring the tubing =96 how much should the tubing be proud of the
flaring tool before I start?
2) Flaring again =96 the flaring tool has circumferential rings that hold
the tubing, but also mark it badly. I thought that marks on Al tubing are
bad. Any tips here?
3) NPT fittings =96 the problem I have here is with the angle fittings.
What do I do if the fitting goes tight just after the point where it is
pointing the way I need? Is it OK to crank these fittings almost another
entire turn?
4) Any other tips?
Any help that folks who=92ve been there, done that, can offer would be much
appreciated!
Cheers,
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: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: Al tubing techniques |
Jeremy
It is good to hear that you have gotten back to work. :)
The tubing will need to be just a tiny bit proud when you start. The stretching
and bending it goes through will get it to fit flush to the flare tool nicely.
A drop of oil will make it easier on the tubing too.
The rings that the clamping side make will be OK. I can't even see them now on
my tubing.
The direction the Elbow points is always a problem. With the use of a good Gasoline
proof pipe thread you should be able to stop at the proper angel with not
over tightening the fittings. Remember the fuel pressure is only about 5 psi
at the max.
Hope this helps.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
PS The landing light worked very well for taxiing Wednesday night. We are flying
every chance I get. Betty love flying with me.
----- Original Message -----
From: Jeremy Davey
To: europa-list(at)matronics.com
Sent: Saturday, September 10, 2005 2:51 PM
Subject: Europa-List: Al tubing techniques
would appreciate some advice on techniques.
1) Flaring the tubing 96 how much should the tubing be proud of the
flaring tool before I start?
2) Flaring again 96 the flaring tool has circumferential rings that hold
the tubing, but also mark it badly. I thought that marks on Al tubing are
bad. Any tips here?
3) NPT fittings 96 the problem I have here is with the angle fittings.
What do I do if the fitting goes tight just after the point where it is
pointing the way I need? Is it OK to crank these fittings almost another
entire turn?
4) Any other tips?
Any help that folks who92ve been there, done that, can offer would be much
appreciated!
Cheers,
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: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | Re: torque tube pins |
>Having spent the whole summer trying to do
>that (be aware that Europa have changed the diameter of the torque tube
>at various stages of the kit development and that they don't carry
>spares of the older tubes), I have a different opinion. Let me quote
>from my engineering text "/Plain and threaded taper pins (AN385 and
>AN386) are used in joints which carry shear loads and where absence of
>play is essential".
>/ The problem with parallel pins is that, even if they start off "as
>tight as a camel's a**e in a sandstorm!" (as mine originally did), it
>only takes a knock or a shock (eg letting the counter weight thump down
>on the stop when removing the tailplanes, over enthusiastic full and
>free movement of controls check or struggling with mod 70) to introduce
>some play, and your torque tube is toast! Play begets play!
Hi Graeme
Agree with most of that. The problem with parallel pins is that you can't
be sure whether the pin is tight in both tubes and as you say any rattle
will gradually knock itself a bigger hole. Most of this damage occurs
during taxying of course. I haven't looked at taper pins, but they could be
subject to the same problem.
Did you know that camels have a triangular a**se, eat straw, sh1t bricks,
hence the pyramids !:->
scuse me, just a sudden senior thought
Graham
--
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
| Subject: | Re: RE: Annual Inspection Check List |
Ok, so call me stupid. I followed the link below, but cannot find any
attachments or checklists. How do I get an attachment?
Garry Stout
----- Original Message -----
From: "SteveD" <Post2Forum(at)comcast.net>
Subject: Europa-List: RE: Annual Inspection Check List
>
> Thanks Bob, the check list is attached.....
> SteveD
>
> ----------------
> This Email contains Photos or Attachments located at the following link:
> http://www.europaowners.org/viewtopic.php?p=7379#7379
>
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
>
________________________________________________________________________________
| From: | <p-a.austin(at)xtra.co.nz> |
> 1) Flaring the tubing =96 how much should the tubing be proud of the
> flaring tool before I start?
To be consistant use an epoxy mixing stick (tongue depressor) as a depth
gauge, works good.
Peter.
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
| Subject: | RE: Annual Inspection Check List |
| Ok, so call me stupid. I followed the link below, but cannot find any
| attachments or checklists. How do I get an attachment?
| Garry Stout
Garry,
No, you're not stupid - or I am because I didn't follow the
right side of the message board far enough. If you got to the :
http://www.europaowners.org/viewtopic.php?p=7379#7379
site, the EuropaBuilders Message Board, slide down to the fourth message
"Maintenance Checklist v-p prop V2.doc" which [on the RIGHT side] contains a
block stating "Download" - that's where you get the form. Is that OK? Ferg
________________________________________________________________________________
| From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
| Subject: | Off the topic - admin Garry Stout |
Garry,
Got this today in replying to your message:
Host tampabay.rr.c not found
The following recipients did not receive this message:
Ferg
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
Hi All,
Does anyone have a simple landing light solution for the XS? What light
works well and where to mount it.
Thanks, Kevin
N211KA working on electrical
________________________________________________________________________________
| From: | "J. Hilditch" <wmjack1(at)nlimedia.com> |
| Subject: | Off the topic - admin Garry Stout |
Try tampabay.rr.com, I think the address was truncated
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fergus Kyle
Subject: Europa-List: Off the topic - admin Garry Stout
Garry,
Got this today in replying to your message:
Host tampabay.rr.c not found
The following recipients did not receive this message:
Ferg
________________________________________________________________________________
| From: | "J. Hilditch" <wmjack1(at)nlimedia.com> |
You might try the following URL:
http://www.killacycle.com/Lights.htm
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Kevin And Ann
Klinefelter
Subject: Europa-List: Landing Light
-->
Hi All,
Does anyone have a simple landing light solution for the XS? What light
works well and where to mount it.
Thanks, Kevin
N211KA working on electrical
________________________________________________________________________________
| From: | "J. Hilditch" <wmjack1(at)nlimedia.com> |
Kevin,
I forgot to also mention the following site:
http://www.creativair.com/cva/
Jack
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Kevin And Ann
Klinefelter
Subject: Europa-List: Landing Light
-->
Hi All,
Does anyone have a simple landing light solution for the XS? What light
works well and where to mount it.
Thanks, Kevin
N211KA working on electrical
________________________________________________________________________________
| Subject: | RE: Annual Inspection Check List |
| From: | "SteveD" <Post2Forum(at)comcast.net> |
There are now four more check lists posted in Document storage:
http://www.europaowners.org/viewtopic.php?p=7391#7391
This is great information to develop your own check list. I've taken the liberty
to remove personal information from the lists.....
If yours is posted and for any reason you want it removed please let me know off
list.
I replied to Garry last night off list to help with his downloading Docs. Internet
stuff can be frustrating as h*ll sometimes.
Thanks to everyone that sent them,
Steved.
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "SteveD" <Post2Forum(at)comcast.net> |
For people who don't visit EuropaOwners very often there is a section for people
giving away Europa parts. Usually all that is required is postage. Got something
laying around the garage that your never going to use, post it.
http://www.europaowners.org/viewforum.php?f=29
Helps keep the fun in our dysfunctional Europa family : )
Steved.
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | Annual Check list |
Thanks for that. I had no difficulty in downloading and printing. Quite
usefull.
Patrick
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Thanks, Peter!
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
p-a.austin(at)xtra.co.nz
Subject: Europa-List: Flaring guide
> 1) Flaring the tubing =96 how much should the tubing be proud of
the
> flaring tool before I start?
To be consistant use an epoxy mixing stick (tongue depressor) as a depth
gauge, works good.
Peter.
________________________________________________________________________________
| From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Kevin,
If it's any help, there is an offering available that does LED position
lights and incandescent landing lights in the wing tip together.
That's what I'm using in a desire to keep the light away from reflecting on
the prop.
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 Kevin And Ann
Klinefelter
Subject: Europa-List: Landing Light
Hi All,
Does anyone have a simple landing light solution for the XS? What light
works well and where to mount it.
Thanks, Kevin
N211KA working on electrical
________________________________________________________________________________
| Subject: | RE: Flaring guide |
| From: | "josok" <josok-e(at)ukolo.fi> |
1.41 REPLY_TO_EMPTY Reply-To: is empty
Depends on the tool i guess, mine "Parker Rolo-flair", ACS has a gauge, that swings
in place when the tool is opened. Tube against it, close and tighten, drop
of oil, cone down, and the flare is perfect. No visible damage from the tightening
either. The gauge, which looks like a hawk beak is visible on the picture
attached.
Regards,
Jos Okhuijsen
----------------
This Email contains Photos or Attachments located at the following link:
http://www.europaowners.org/viewtopic.php?p=7400#7400
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
| Subject: | Re: Off the topic - admin Garry Stout |
Ferg, it's garrys(at)tampabay.rr.com
Garry
----- Original Message -----
From: "Fergus Kyle" <VE3LVO(at)rac.ca>
Subject: Europa-List: Off the topic - admin Garry Stout
>
> Garry,
> Got this today in replying to your message:
> Host tampabay.rr.c not found
> The following recipients did not receive this message:
>
> Ferg
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: Landing Light |
Kevin,
I mounted mine in the out riggers and its worse than useless. Dave Anderson
(who is no longer a member of the forum) mounted his in the cowl, one on
each side I believe and he tells me that they work very nicely.
Paul
________________________________________________________________________________
| From: | rlborger <rlborger(at)mac.com> |
| Subject: | Re: Landing Light |
Kevin,
Check out: http://www.aerovisions.com/hid/index.html for a High
Intensity Discharge solution for the landing light. I will probably
try to add one of these somewhere on N914XL. I just wish I knew where
and how...
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(85%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, outrigger mod in,
Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar
in, flap drive in, Mod 70 done. Working in - 24 Instrument Panel, 25
Electrical, 28 Flaps, 29 Main Gear, 30 Fuel System, 32 Tail, 34 Door
Latches & 35 Doors, 37 Finishing. Airmaster on order. Seat arrived
from Oregon Aero. Preparing ROTAX 914 for installation.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: Landing Light |
Yes, I saw an example of that on the creative air web site. Unfortunatly
its a bit late for that as my wings are done and I have installed Whelen
strobe and position lights. I am looking for examples of landing lights
to mount in the cowl or possibly the mono-wheel fairing or flap hinge
fairing.
Thaks, Kevin
Jeremy Davey wrote:
>
>Kevin,
>
>If it's any help, there is an offering available that does LED position
>lights and incandescent landing lights in the wing tip together.
>
>That's what I'm using in a desire to keep the light away from reflecting on
>the prop.
>
>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 Kevin And Ann
>Klinefelter
>To: europa-list(at)matronics.com
>Subject: Europa-List: Landing Light
>
>
>
>Hi All,
> Does anyone have a simple landing light solution for the XS? What light
>works well and where to mount it.
>Thanks, Kevin
>N211KA working on electrical
>
>
>
>
________________________________________________________________________________
| From: | "Steve Hagar" <hagargs(at)earthlink.net> |
I used a landing light out of the Lockwood Catalog, sort of a teardroped
shaped affair with a concentrating lens on the front. It was mounted just
forward of the left outrigger mechanism under the wing and then covered
with a fairing. Since the outrigger needs a fairing anyway.
Steve Hagar
A143
Mesa, AZ
Starting engine next weekend
Steve Hagar
hagargs(at)earthlink.net
> [Original Message]
> From: Kevin And Ann Klinefelter <kevann(at)verizon.net>
> To:
> Date: 9/11/2005 7:14:02 AM
> Subject: Europa-List: Landing Light
>
>
> Hi All,
> Does anyone have a simple landing light solution for the XS? What light
> works well and where to mount it.
> Thanks, Kevin
> N211KA working on electrical
>
>
________________________________________________________________________________
| From: | "Jim Butcher" <europa(at)triton.net> |
| Subject: | Re: Landing Light |
Received: ... ([127.0.0.1])\n\tby mail ([8\361\377\277\347\333])\n\twith
SM...
0.10 HEAD_ILLEGAL_CHARS Header contains too many raw illegal characters
We mounted a XeVision HID light in the cowl on the stbd side. The light is
rectangular and we mounted in vertically to accomidate the change in
attitude from level to landing configurations (monowheel). Presently in the
midst of taxi testing so can't report results except to say it really is
bright!! If anyone is interested, we can provide some photos (not great
detail).
Jim & Heather Butcher
N241BW
XS monowheel 914 taxi testing
________________________________________________________________________________
| From: | irampil(at)notes.cc.sunysb.edu |
09/12/2005 07:55:37 AM,
Serialize complete at 09/12/2005 07:55:37 AM
One of the very best thing I saw at Oshkosh this year for Europa Owners
was the
the new much lower price on HID (Xenon) aircraft landing lights. A price
drop of about
50% if I recall. The new price is not on their web site for some reason,
but I have
the flyer from the show. It was not supposed to be the show price, but
permanent
according to Curtis LoPresti of LoPresti SpeedMods in Vero Beach FL
5x the lumens, 1/4 the amperage and heat for about $400
Ira N224XS
________________________________________________________________________________
| From: | EuropaXSA276(at)aol.com |
| Subject: | Re: torque tube pins Most Damaged During Taxi???? |
In a message dated 9/9/2005 6:49:34 PM Central Standard Time,
graham(at)gflight.f9.co.uk writes:
This is a very interesting statement. Am I to assume that this problem is
more inherent with you chaps across the pond that use bumpy grass or unimproved
strips?
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
| From: | "willie harrison" <willie.harrison(at)tinyonline.co.uk> |
| Subject: | Re: torque tube pins Most Damaged During Taxi???? |
Also likely to get damaged if elevator is left unrestrained to flap
about in a tailwind when parked?
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Door Shoot Bolt Distance |
Good Day All,
Had a quick question on the distance between the tips of the shoot bolts
with the door open but the handle in the locked position. In other words,
maximum extension. The manual gives the open, or unlocked distance as 952 mm but
I'm more concerned as to how much they need to stick out to make good contact
with the fuselage.
Thanks in advance.
Mike Duane A207A
Redding, California
XS Conventional Gear
________________________________________________________________________________
| From: | "ivor.phillips" <ivor.phillips(at)ntlworld.com> |
| Subject: | Re: Door Shoot Bolt Distance |
Mine extend 3/4 inch from the doors both ends , 952mm is nearly 37 1/2
inches?
In metric the shoot bolts extend 19.06 mm
Ivor Phillips
XS486 London UK
CM Installed, rudder cables complete,
undercarriage fitted brakes working
flap tube fitted
wing lift pins fitted,tiebar fitted instrument
panel being finalised,
----- Original Message -----
From: <DuaneFamly(at)aol.com>
Subject: Europa-List: Door Shoot Bolt Distance
>
> Good Day All,
>
> Had a quick question on the distance between the tips of the shoot bolts
> with the door open but the handle in the locked position. In other words,
> maximum extension. The manual gives the open, or unlocked distance as 952
> mm but
> I'm more concerned as to how much they need to stick out to make good
> contact
> with the fuselage.
>
> Thanks in advance.
>
> Mike Duane A207A
> Redding, California
> XS Conventional Gear
>
>
>
________________________________________________________________________________
| Subject: | Re: ???? Old Age |
| From: | Fred Klein <fklein(at)orcasonline.com> |
Steve,
You were looking at a pix of Alex Bowman's CAM 125 powered XS; a series
of progress photos are available at the Firewall Forward (Google it)
website; and, I posted several photos on the Matronics photoshare.
Fred
On Thursday, September 1, 2005, at 08:07 PM, Steve Crimm wrote:
>
>
> A couple of weeks ago I was on one of the Europa related sites and
> there was
> a picture of a Canadian Europa with special fairings that almost
> covered the
> main gear when retracted. The problem is I can't remember who owned
> the
> aircraft or where the picture is located. If anyone knows please send
> me
> the link.
>
> Thanks,
>
> Steve Crimm
> N15JN
>
>
________________________________________________________________________________
| Subject: | Re: ???? Old Age |
| From: | Fred Klein <fklein(at)orcasonline.com> |
Steve,
the date of the Alex Bowman photo on the Matronics photoshare is Oct.
23, 2004
F.
On Thursday, September 1, 2005, at 08:07 PM, Steve Crimm wrote:
>
>
> A couple of weeks ago I was on one of the Europa related sites and
> there was
> a picture of a Canadian Europa with special fairings that almost
> covered the
> main gear when retracted. The problem is I can't remember who owned
> the
> aircraft or where the picture is located. If anyone knows please send
> me
> the link.
>
> Thanks,
>
> Steve Crimm
> N15JN
>
>
________________________________________________________________________________
| Subject: | Re: Landing Light |
| From: | Fred Klein <fklein(at)orcasonline.com> |
Kevin & All,
I made a batch of polycarbonate wing tip lighting covers suitable for
the creativair LED/strobe/landing light combos; pix's are posted on the
Matronics photoshare - November 26, 2004. I could be persuaded to make
some more if anyone wants some; contact me off list.
Fred
On Sunday, September 11, 2005, at 07:46 AM, J. Hilditch wrote:
>
> Kevin,
>
> I forgot to also mention the following site:
>
> http://www.creativair.com/cva/
>
> Jack
>
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: Landing Light |
For those interested, I have a set of Fred's wingtip lenses on N55XS.
In a word, they are supurb. Far superior to the offerings Europa once
had. Anyone considering the Creative Air solution to lighting, and I
highly recommend it, should also consider some of Fred's lenses. I am
completely satisfied with mine...
Good to hear from you, Fred. Now, get building... :)
Jeff - N55XS
60+ hours and still grinning... ;)
Fred Klein wrote:
>
>Kevin & All,
>
>I made a batch of polycarbonate wing tip lighting covers suitable for
>the creativair LED/strobe/landing light combos; pix's are posted on the
>Matronics photoshare - November 26, 2004. I could be persuaded to make
>some more if anyone wants some; contact me off list.
>
>Fred
>
>On Sunday, September 11, 2005, at 07:46 AM, J. Hilditch wrote:
>
>
>
>>
>>Kevin,
>>
>>I forgot to also mention the following site:
>>
>>http://www.creativair.com/cva/
>>
>>Jack
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | "Fred Fillinger" <n3eu(at)comcast.net> |
| Subject: | Rotax Service Info |
Hi, all --
The following post appeared on another matronics list. Looks
rather useful.
Reg,
Fred F.
--------------------------------
Rotax Discussion
I attended the 7/28/04 8:30am "Rotax 912 and 912S Basic Engine
Maintenance" forum. Here are the notes I took from the session.
Eric Tucker, works for Kodiak Research, the Rotax Importer for the
US. They sell engines to Lockwood Aviation Supply, California Power
Systems etc. Eric was shown as the presenter in the program, but in
fact
he was backup for Phil Lockwood.
Phil Lockwood did most of the presentation. He is the
owner/manager of Lockwood Aviation Supply.
The presentation applied to all Rotax four stroke engines. 912,
912S, 914, certified and non certified versions. I'll use 91x to
indicate
all these engines in the following notes.
Through out the presentation, both Phil and Eric stressed that the
91x family of engines, once running, will get you to your destination.
They may self destruct in the process. Loss of all the coolant will
result in
overheating; engine would keep running, but will likely warp the heads.
They implied the engines would run without oil for a long time - again,
the engine may not restart after this abuse. I believe there were other
examples that I did not write down.
Oil discussion:
- Recommend maximum 50 hour oil change. This is more frequent
than the manual states for some conditions.
- Pre-oil the new oil filter when doing an oil change. (That is
fill the filter with new oil before installing it on the engine. Some
discussion
about mess followed, and Eric said to at least fill the new filter half
way
with oil, then it could be installed without pouring the oil out.)
- When installing the filter, max three quarter turn after rubber
gasket makes contact with the engine case. DO NOT turn filter until
the filter touches the case.
- Oil formulations have been changing during the last several
years. The newer oils foam more. This can cause problems in the
91x family.
- The oil dipstick change was because of the foaming.
- Recommend keeping the oil tank near the top of the range.
- Proper way to check oil is to rotate the prop in the normal
direction until the oil tank gurgles. Then check the level in the tank.
- DO NOT rotate the prop backwards. This can pull oil out of the
engine. A few degrees of backward rotation is not a problem. A full
rotation of the prop could be a problem.
- When changing the oil, just remove the oil tank drain plug to
empty the oil tank and change the oil filter. DO NOT try to get
ALL the oil out. Some customers who have had oil related problems
have rotated the prop backwards to pump the oil out of the engine
during their oil changes.
- Need to use motorcycle type oil because the 91x family shares
the crankcase oil with the gearbox oil - like most motorcycles. This
oil
has additives to protect the gears.
- Castrol GPS and Motul have been REMOVED from the
recommend list because of foaming.
- Penzoil motorcycle oil is OK to use
- Any semi synthetic motorcycle oil is OK to use.
- Honda motorcycle oil will not be listed as OK to use because
Honda is possible competitor, but the Honda motorcycle oil is OK
to use.
- California Power Systems AV-9 showed some foaming in testing
and is currently being reformulated.
- DO NOT use pure synthetic oil when using 100LL fuel. Pure
synthetic will not hold the lead in suspension properly.
Cooling discussion:
- Recommend CHT operation in 180F to 240F range. Also
recommend max of 125C which is higher than 240F.
- It is normal for EGT and CHT to be different on each side.
- No real value to having EGT.
- IF the center of the CHT sensors supplied with the engine are
gone, then the engine has been TOO HOT. The center of the sensor has
melted.
- There is a new higher pressure radiator cap available. Eric did
not seem to enthusiastic about it. Typically raises the temperature
before
releasing pressure about 10C.
- Use phosphate free coolant.
- Use silicate free coolant.
- Dexcool coolant works well.
- Don't mix green and orange coolant. Flush system if changing.
- Recommended minimum of 50% coolant (with remainder being
distilled water).
- If having trouble with coolant/distilled water boiling, may need
to move to highest recommend concentration of coolant as recommended
by coolant manufacture.
- If still having trouble with coolant/distilled water boiling,
using Evans coolant is OK. Evans coolant does not use water and runs
without a pressurized cap.
Fuel:
- If flying over 12,000ft, recommended using avgas to avoid vapor
locking.
Carburetors:
- Keep the carbs synchronized. Check every 100 hours. Check at
idle and just off idle.
- Recommend 1800 rpm as minimum idle speed to maximize gearbox
life.
- Recommend overhauling the carbs every 600 hours.
- Choke (enricher) only works with the throttle fully closed.
- Recommended running 2200-2400 RPM just after start until engine
will idle smoothly below this speed.
Gearbox discussion:
- Recommend 912S engines be upgraded to the slipper clutch. There
is increased possibility of kickback with the slipper clutch.
Therefore, this
also requires the upgraded starter at the same time. There is a reduced
cost
upgrade program available.
- Recommended having gear box serviced every 300 hours of
operation for 912S without the slipper clutch (over run clutch).
- There was a recommendation to check the gearbox play every 100
(?) hours of operation. The discussion followed what is in the manual.
This
is for engines which do not have the slipper clutch. Sorry, I'm not
sure of
the frequency that was recommended.
- Would not try to hand prop a Rotax 912S. Much higher
compression
than the 912 or the 914.
There was a discussion about the service bulletins. Basically,
there are bulletins because the factory continues to develop the
engines.
The development is the result of customer/user feedback. Service
bulletins
are only required for certified versions of the engines in certified
planes. The
service bulletins are a good idea for the non certified engines.
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | 914 overflow hoses |
Hi All,
I'm connecting all the plumbing on the 914 for my XS. There are four
fuel overflow hose barb fittings and the oil vent and water vent. I
started to use the tubing supplied for the fuel sight gauge, but I'm
thinking that material may not be suitable for firewall forward heat
exposure.
What have others used for these overflow tubes?
Thanks to all for all the landing light suggestions, and, well, everything!
Thanks, Kevin
N211KA, 914/ Airmaster XS
still hopeing to fly this year
________________________________________________________________________________
| From: | "Tony Higgins" <tony(at)higgins4020.freeserve.co.uk> |
| Subject: | Fw: Terry Salter Fuel tank |
----- Original Message -----
From: Tony Higgins
Subject: Re: Terry Salter Fuel tank
----- Original Message -----
From: Tony Higgins
To: europa-list(at)matronics.com
Sent: Monday, September 12, 2005 10:27 PM
Subject: Fw: Terry Salter Fuel tank
----- Original Message -----
From: Tony Higgins
To: europa-list(at)matronics.com
Sent: Monday, September 12, 2005 9:28 PM
Subject: Terry Salter Fuel tank
Hello,
This is the first time I have used this service, hope it works!!.
My Europa 3300 Jabiru G-CHAH has first flighted in the capable hands of Andy
Draper the test continuing in the also very capable hands of Hugh Thompson. Everything
going well apart from a fuel (getting it in prob). 55ltrs is easy and
then to fill I have to dribble it in. It has the tank breather extended and bent
to the top of the tank and vent through 3/8th pipe to the top of the cobra/filler.
Ther tank is a Terry Salter glass unit. Has any one had the same problem.
Regards to all.
Tony Higgins G-CHAH
Welshpool
________________________________________________________________________________
| From: | "G-IANI" <g-iani(at)ntlworld.com> |
| Subject: | 914 overflow hoses |
I used fuel gauge tubing and a similar size Tygon for all except the areas
very close to the exhausts. Near the exhausts I used stainless steel
braided which can be obtained in the required size.
Ian Rickard #505 G-IANI XS Trigear
Europa Club Mods Rep (Trigear)
e-mail mods(at)europaclub.org.uk
or direct g-iani(at)ntlworld.com
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Kevin And
Ann Klinefelter
Subject: Europa-List: 914 overflow hoses
Hi All,
I'm connecting all the plumbing on the 914 for my XS. There are four
fuel overflow hose barb fittings and the oil vent and water vent. I
started to use the tubing supplied for the fuel sight gauge, but I'm
thinking that material may not be suitable for firewall forward heat
exposure.
What have others used for these overflow tubes?
Thanks to all for all the landing light suggestions, and, well, everything!
Thanks, Kevin
N211KA, 914/ Airmaster XS
still hopeing to fly this year
________________________________________________________________________________
| From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
| Subject: | torque tube pins Most Damaged During Taxi???? |
>In a message dated 9/9/2005 6:49:34 PM Central Standard Time,
>graham(at)gflight.f9.co.uk writes:
>During taxying of course. I haven't looked at taper pins, but they could be
>subject to the same problem.>
>This is a very interesting statement. Am I to assume that this problem is
>more inherent with you chaps across the pond that use bumpy grass or
>unimproved
I guess it is, somebody owns every square foot of land in UK and would
rather build houses on it than let flyers live.
Nevertheless, if there is a slight rattle, and taking the pin out once or
twice can generate a slight rattle, it will gradually knock itself bigger.
Graham
--
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: 914 overflow hoses |
The Carb tray and airbox orerflow tubes I figure to run pretty much
strait down , which is pretty close behind exhaust, then exit the back
of the lower cowl. Tygon is only rated to 165f. Is tygon holding up to
the heat for you?
Kevin
G-IANI wrote:
>
>I used fuel gauge tubing and a similar size Tygon for all except the areas
>very close to the exhausts. Near the exhausts I used stainless steel
>braided which can be obtained in the required size.
>
>Ian Rickard #505 G-IANI XS Trigear
>Europa Club Mods Rep (Trigear)
>e-mail mods(at)europaclub.org.uk
> or direct g-iani(at)ntlworld.com
>
>
>-----Original Message-----
>From: owner-europa-list-server(at)matronics.com
>[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Kevin And
>Ann Klinefelter
>To: europa-list(at)matronics.com
>Subject: Europa-List: 914 overflow hoses
>
>
>
>
>Hi All,
>I'm connecting all the plumbing on the 914 for my XS. There are four
>fuel overflow hose barb fittings and the oil vent and water vent. I
>started to use the tubing supplied for the fuel sight gauge, but I'm
>thinking that material may not be suitable for firewall forward heat
>exposure.
>
>What have others used for these overflow tubes?
>
>Thanks to all for all the landing light suggestions, and, well, everything!
>
>Thanks, Kevin
>N211KA, 914/ Airmaster XS
>still hopeing to fly this year
>
>
>
>
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: 914 overflow hoses |
Hi all,
I used normal rubber fuel hose and it has worked out fine for the last 18
months of flying.
Paul
________________________________________________________________________________
| Subject: | 914 overflow hoses |
| From: | "Terry Seaver (terrys)" <terrys(at)cisco.com> |
Speaking of fuel hoses ...
On a recent flight from Livermore, California to Spokane, Washington I
had what looked like grease all along the side of the fuselage. I
assumed it was from the prop controller (we have had a little grease
leakage from our Airmaster, on occasion), and continued the flight there
and then back home. On inspection, it turned out it was not grease, but
was varnish all along the side of the fuselage. There was a significant
fuel leak in the fuel line at the outlet of the mechanical fuel pump on
our 912S, which has been dumping fuel into the engine compartment for a
while, perhaps as much as a gallon per hour on the trip to Spokane,
which by the way, is over some very un-hospitable country at times.
The fuel hose in question is the original hose from Europa, with the
stainless braid sheathing. Ours was kit A135, purchased late in 1998.
There have been emails to the effect that this early hose is not well
suited for auto gas, which is what we use. People have said the hose is
somewhat porous to auto gas, smelling even when there are no actual
leaks. The hose that split seems to have disintegrated, I suspect from
the exposure to auto fuel.
So, if there is anyone out there still using this type hose from Europa,
and you use auto fuel, beware.
We had already replaced much of our fuel hose with stuff rated for auto
fuel, and replaced the rest of the old Europa supplied hose this
weekend. Quite a job, but long over due, as it turns out.
Regards,
Terry Seaver
A135 / N135TD
Almost finished with our long wings, finally. Just final fitting of the
ailerons and painting left.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Kevin And
Ann Klinefelter
Subject: Europa-List: 914 overflow hoses
-->
Hi All,
I'm connecting all the plumbing on the 914 for my XS. There are four
fuel overflow hose barb fittings and the oil vent and water vent. I
started to use the tubing supplied for the fuel sight gauge, but I'm
thinking that material may not be suitable for firewall forward heat
exposure.
What have others used for these overflow tubes?
Thanks to all for all the landing light suggestions, and, well,
everything!
Thanks, Kevin
N211KA, 914/ Airmaster XS
still hopeing to fly this year
________________________________________________________________________________
| From: | "Steve Hagar" <hagargs(at)earthlink.net> |
"Craig Ham" ,
"rob phoenix composites"
| Subject: | First engine start. |
2.05 DATE_IN_FUTURE_24_48 Date: is 24 to 48 hours after Received: date
The old? (new!) engine has been sitting on the airplane for over a year and a half
now and I'm running out of things to do on the rest of the airplane. So the
decision has been made to tie the tailwheel to the car and fire it up in the
driveway this Saturday. The engine has been hand proppped through about every
2 months to keep the oil pumped where it needs to be. Oil pressure rises
very fast with just hand propping. Noting that oil only returns to the tank if
the sparkplugs are in as blowby pressurizes the sump. I need to know of any
issues to watch out for. I am aware of the need to undo the turbocharger sump
return line to verify oil being pumped through upon engine startup. However
with the amount of oil I have dripping out of the air filter I know there is
plenty of oil there.
Has any one experienced any gotcha's upon initial startup, are there any other
things to watch for. I haven't made the checklist yet but will be looking for
proper response from all sensors. Tach verification, fuel flow sensors etc.
Have a mercury manometer that I used to set up my old BMW. That machine ran
very differently between the balanced and slightly balanced conditions. So that
will probably be the first thing accomplished after floes, temperatures,
and pressures are verified. Both the top and bottom cowlings will be off. Automatic
operation of the Airmaster prop will be verified. The TCU 100 % was
set over a year ago using a laptop, are there any other concerns to be aware
of in this respect? Two gallons of high test will be put in the tank, All fuel
lines and pumps etc have been checked long ago as the tank was filled and the
system was pressurized for an extended time with the pumps, and then drained.
I do have a concern that there is some old gas
in the float bowls. If the engine doesn't start right off or runs roughly then
they will come off. There is a distinct "old fuel" aroma when the nose is
put in the fuel filler port. Will have halon fire extinguisher available,
has anyone out there experienced any fires?
Input appreciated,
Steve Hagar
A143
Mesa AZ
"There's a slight nip in the air, the temperature got below 95 when riding the
motorcycle to work yesterday afternoon!"
Steve Hagar
hagargs(at)earthlink.net
________________________________________________________________________________
| From: | "Tim Ward" <ward.t(at)xtra.co.nz> |
| Subject: | Re: 914 overflow hoses |
Terry,
Many thanks for that. I have replaced all my interior hosing (original from
Europa) with fuel injection hoses, now about to replace all the exterior
line and engine lines.
Causes a fuel smell as the line permeates the auto fuel.
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: "Terry Seaver (terrys)" <terrys(at)cisco.com>
Subject: RE: Europa-List: 914 overflow hoses
>
>
> Speaking of fuel hoses ...
>
> On a recent flight from Livermore, California to Spokane, Washington I
> had what looked like grease all along the side of the fuselage. I
> assumed it was from the prop controller (we have had a little grease
> leakage from our Airmaster, on occasion), and continued the flight there
> and then back home. On inspection, it turned out it was not grease, but
> was varnish all along the side of the fuselage. There was a significant
> fuel leak in the fuel line at the outlet of the mechanical fuel pump on
> our 912S, which has been dumping fuel into the engine compartment for a
> while, perhaps as much as a gallon per hour on the trip to Spokane,
> which by the way, is over some very un-hospitable country at times.
>
> The fuel hose in question is the original hose from Europa, with the
> stainless braid sheathing. Ours was kit A135, purchased late in 1998.
> There have been emails to the effect that this early hose is not well
> suited for auto gas, which is what we use. People have said the hose is
> somewhat porous to auto gas, smelling even when there are no actual
> leaks. The hose that split seems to have disintegrated, I suspect from
> the exposure to auto fuel.
>
> So, if there is anyone out there still using this type hose from Europa,
> and you use auto fuel, beware.
>
> We had already replaced much of our fuel hose with stuff rated for auto
> fuel, and replaced the rest of the old Europa supplied hose this
> weekend. Quite a job, but long over due, as it turns out.
>
> Regards,
> Terry Seaver
> A135 / N135TD
>
> Almost finished with our long wings, finally. Just final fitting of the
> ailerons and painting left.
>
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Kevin And
> Ann Klinefelter
> To: europa-list(at)matronics.com
> Subject: Europa-List: 914 overflow hoses
>
> -->
>
> Hi All,
> I'm connecting all the plumbing on the 914 for my XS. There are four
> fuel overflow hose barb fittings and the oil vent and water vent. I
> started to use the tubing supplied for the fuel sight gauge, but I'm
> thinking that material may not be suitable for firewall forward heat
> exposure.
>
> What have others used for these overflow tubes?
>
> Thanks to all for all the landing light suggestions, and, well,
> everything!
>
> Thanks, Kevin
> N211KA, 914/ Airmaster XS
> still hopeing to fly this year
>
>
>
________________________________________________________________________________
| From: | "Milt Black" <black333(at)dslextreme.com> |
| Subject: | Europa XS tri-gear project FOR SALE |
Europa XS Tri-Gear partially completed with many extras, all instruments,
radio, xponder, EFIS, wiring harnesses, newly-designed firewall forward kit
for Jabiru 3300, new Jabiru 3300 six-cylinder zero time 120 HP engine,
Sensenich prop., intercom, multi-function stick grip, breakers, terminal
strips, three-point strobes, fibre optic instrument lighting system, and
more. Work to date is exemplary and well-documented. Let's do the numbers.
A new XS tri-gear delivered to the East Coast is 21,295 English pounds which
equals 42,600 plus dollars. The Jabiru 3300 and firewall forward kit is
$18,490 plus shipping. Total cost, not counting any of the above-listed
extras, is $61,090.00. This project at $48,000.00 is an excellent buy. See
for yourself by logging on to Google, then to aberlecustomaircraft.com or
airacer.com. Questions? Call Milt Black, 760-728-0179 - E-Mail black
333(at)dslextreme.com - or Tom Aberle, 760-723-1731.
________________________________________________________________________________
Can anyone please point me to where I can acquire a Warp Drive prop 62", or
just the blades - in u.k.
Maybe someone has upgraded to a V.P?
Patrick.
________________________________________________________________________________
| From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: First engine start. |
Steve
Good luck, things will go well I am sure.
Suggest you go ahead and pop off the carb bowls and dump out that old fuel, it
is an easy job to do.
The only thing I had a problem with is a water hose cam off and steam blanketed
every thing. I should have checked the clamp a little closer.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: Steve Hagar
To: europa-list ; Craig Ham ; rob phoenix composites
Sent: Wednesday, September 14, 2005 11:22 AM
Subject: Europa-List: First engine start.
The old? (new!) engine has been sitting on the airplane for over a year and a
half now and I'm running out of things to do on the rest of the airplane. So
the decision has been made to tie the tailwheel to the car and fire it up in the
driveway this Saturday. The engine has been hand proppped through about
every 2 months to keep the oil pumped where it needs to be. Oil pressure rises
very fast with just hand propping. Noting that oil only returns to the tank
if the sparkplugs are in as blowby pressurizes the sump. I need to know of any
issues to watch out for. I am aware of the need to undo the turbocharger
sump return line to verify oil being pumped through upon engine startup. However
with the amount of oil I have dripping out of the air filter I know there
is plenty of oil there.
Has any one experienced any gotcha's upon initial startup, are there any other
things to watch for. I haven't made the checklist yet but will be looking for
proper response from all sensors. Tach verification, fuel flow sensors etc.
Have a mercury manometer that I used to set up my old BMW. That machine ran
very differently between the balanced and slightly balanced conditions. So
that will probably be the first thing accomplished after floes, temperatures,
and pressures are verified. Both the top and bottom cowlings will be off.
Automatic operation of the Airmaster prop will be verified. The TCU 100 % was
set over a year ago using a laptop, are there any other concerns to be aware
of in this respect? Two gallons of high test will be put in the tank, All
fuel lines and pumps etc have been checked long ago as the tank was filled and
the system was pressurized for an extended time with the pumps, and then drained.
I do have a concern that there is some old gas
in the float bowls. If the engine doesn't start right off or runs roughly
then they will come off. There is a distinct "old fuel" aroma when the nose
is put in the fuel filler port. Will have halon fire extinguisher available,
has anyone out there experienced any fires?
Input appreciated,
Steve Hagar
A143
Mesa AZ
"There's a slight nip in the air, the temperature got below 95 when riding the
motorcycle to work yesterday afternoon!"
Steve Hagar
hagargs(at)earthlink.net
________________________________________________________________________________
| From: | "Gavin & Anne" <gavanne(at)iconz.co.nz> |
| Subject: | Door Shoot Bolt Distance |
Hi Mike....
I have recently fitted mine and not sure where they got the 952mm from.
Fully extended with the handle in the closed position mine are 995mm from
tip to tip and when in the retracted position they are pretty much flush
with the end of the guide tube/barrel in the door, giving an extended length
of around 23mm when in the latched position.
Cheers
Gavin Lee....#355...getting there
-----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: Europa-List: Door Shoot Bolt Distance
Good Day All,
Had a quick question on the distance between the tips of the shoot bolts
with the door open but the handle in the locked position. In other words,
maximum extension. The manual gives the open, or unlocked distance as 952 mm
but I'm more concerned as to how much they need to stick out to make good
contact with the fuselage.
Thanks in advance.
Mike Duane A207A
Redding, California
XS Conventional Gear
--
--
________________________________________________________________________________
| From: | "ctsmallwood" <ctsmallwood(at)onetel.com> |
| Subject: | Europa copper Di pole antenna |
Hi All
Has anyone used the europa supplied dipole?
After tuning my rdgs are @ 118 freq. 2.02:1, 124 freq. 1.209:1(lowest)
and 136 freq.2.09:1. I used a Bird VSWR meter.The Dummy load
was 3 to 3.2 Watts.
I think the figures are to high @ the extremes.Any thoughts would be welcome
and recommendations for alternative antennas.
Experimental aircraft in Ellwood City PA. supply a carbon dipole
Any one have any experience of this antenna and rdgs?
Regards
Colin Smallwood
________________________________________________________________________________
| From: | "Fred Fillinger" <n3eu(at)comcast.net> |
| Subject: | Re: Europa copper Di pole antenna |
>
> Has anyone used the europa supplied dipole?
> After tuning my rdgs are @ 118 freq. 2.02:1, 124 freq.
>1.209:1(lowest) and 136 freq.2.09:1.
> I think the figures are to high @ the extremes.Any thoughts
> would be welcome
At 2:1, you have only 11% loss at the extremes, and 1.2:1 in the middle
is excellent. You're dealing with a broadband antenna, so VSWR readings
at the ends can only go so low.
Reg,
Fred F.
________________________________________________________________________________
| From: | "Steve Hagar" <hagargs(at)earthlink.net> |
| Subject: | Re: First engine start. |
Cliff:
Thanks for the heads up, I went snooping around the engine and connections
and found a coolant clamp in need of tightening!?
Steve
Steve Hagar
hagargs(at)earthlink.net
> [Original Message]
> From: Cliff Shaw <flyinggpa(at)comcast.net>
> To:
> Date: 9/13/2005 10:34:17 PM
> Subject: Re: Europa-List: First engine start.
>
>
> Steve
>
> Good luck, things will go well I am sure.
>
> Suggest you go ahead and pop off the carb bowls and dump out that old
fuel, it is an easy job to do.
>
> The only thing I had a problem with is a water hose cam off and steam
blanketed every thing. I should have checked the clamp a little closer.
>
>
> Cliff Shaw
> 1041 Euclid ave.
> Edmonds, WA 98020
> 425 776 5555
> http://www.europaowners.org/WileE
>
>
> ----- Original Message -----
> From: Steve Hagar
> To: europa-list ; Craig Ham ; rob phoenix composites
> Sent: Wednesday, September 14, 2005 11:22 AM
> Subject: Europa-List: First engine start.
>
>
> The old? (new!) engine has been sitting on the airplane for over a year
and a half now and I'm running out of things to do on the rest of the
airplane. So the decision has been made to tie the tailwheel to the car and
fire it up in the driveway this Saturday. The engine has been hand
proppped through about every 2 months to keep the oil pumped where it
needs to be. Oil pressure rises very fast with just hand propping. Noting
that oil only returns to the tank if the sparkplugs are in as blowby
pressurizes the sump. I need to know of any issues to watch out for. I am
aware of the need to undo the turbocharger sump return line to verify oil
being pumped through upon engine startup. However with the amount of oil I
have dripping out of the air filter I know there is plenty of oil there.
>
> Has any one experienced any gotcha's upon initial startup, are there
any other things to watch for. I haven't made the checklist yet but will
be looking for proper response from all sensors. Tach verification, fuel
flow sensors etc. Have a mercury manometer that I used to set up my old
BMW. That machine ran very differently between the balanced and slightly
balanced conditions. So that will probably be the first thing
accomplished after floes, temperatures, and pressures are verified. Both
the top and bottom cowlings will be off. Automatic operation of the
Airmaster prop will be verified. The TCU 100 % was set over a year ago
using a laptop, are there any other concerns to be aware of in this
respect? Two gallons of high test will be put in the tank, All fuel lines
and pumps etc have been checked long ago as the tank was filled and the
system was pressurized for an extended time with the pumps, and then
drained. I do have a concern that there is some old !
> gas
> in the float bowls. If the engine doesn't start right off or runs
roughly then they will come off. There is a distinct "old fuel" aroma
when the nose is put in the fuel filler port. Will have halon fire
extinguisher available, has anyone out there experienced any fires?
>
> Input appreciated,
>
> Steve Hagar
> A143
> Mesa AZ
>
> "There's a slight nip in the air, the temperature got below 95 when
riding the motorcycle to work yesterday afternoon!"
>
>
> Steve Hagar
> hagargs(at)earthlink.net
>
>
________________________________________________________________________________
| Subject: | Re: Europa copper Di pole antenna |
| From: | <robw(at)iprolink.co.nz> |
Hi Joe,
Thanks for your note. I will contact you today.
Rob
ctsmallwood said:
>
> Hi All
> Has anyone used the europa supplied dipole?
> After tuning my rdgs are @ 118 freq. 2.02:1, 124 freq. 1.209:1(lowest)
> and 136 freq.2.09:1. I used a Bird VSWR meter.The Dummy load
> was 3 to 3.2 Watts.
> I think the figures are to high @ the extremes.Any thoughts would be welcome
> and recommendations for alternative antennas.
> Experimental aircraft in Ellwood City PA. supply a carbon dipole
> Any one have any experience of this antenna and rdgs?
> Regards
> Colin Smallwood
>
>
>
>
>
>
>
--
________________________________________________________________________________
| From: | "Milt Black" <black333(at)dslextreme.com> |
| Subject: | to Tom Lowsley re: eurpoa XS tri-gear project for sale |
Tom, Thanks for your inquiry. Yes, there are quite a few Jabiru 3300 europas
flying, especially here in the US. There are at least two that I know of
that are flying locally out of French Valley Airport (Temecula/Murrietta,CA)
The Jabiru seems to becoming the engine of choice here in the US. If it were
not a popular choice I doubt if Suncoast Sportplanes in Florida would be
going to the trouble of designing and marketing a complete firewall forward
kit strictly for the europa. Incidentally, It's a vast improvement over the
europa/rotax firewall forward kit. Essentially, the Jabiru is an aircraft
engine, six cylinder, air cooled, direct drive, no gear box, no liquid
cooling radiators. It's a simple, honest, low revving, engine. The Rotax is
not. The Jabiru is a bit lighter and puts out more power using about the
same amount of fuel as the Rotax, maybe less. If you really want more info
on the Jab, I suggest you get in touch with Andy Sylvester at Suncoast
Sportplanes, tel. 813 779 2324. He has alot of experience with both engines
and can also answer your questions re performance/weight and a better
estimate of how many Jab powered europas are flying or under construction. I
would have called you or e-mailed you direct, but there was no address or
phone number in your matronics message. Please call should you need more
info. Thanks, Milt Black
________________________________________________________________________________
| From: | SPurpura(at)AOL.COM |
| Subject: | Re: to Tom Lowsley re: eurpoa XS tri-gear project for sale |
AS FAR AS A JABIRU BEING THE ENGINE OF CHOISE,THAT IS JUST YOR OPINION.
I AM QUITE HAPPY WITH MY ROTAX 914 AND WOULD NOT SWAP IT FOR EVEN 2 JABIRU'S.
AND THAT'S MY OPINION. SAM N77EU 350 HRS+
________________________________________________________________________________
| From: | Gert Dalgaard <lgds(at)post6.tele.dk> |
| Subject: | Re: to Tom Lowsley re: eurpoa XS tri-gear project for sale |
Hear, hear...!!
Gert
OY-GDS
350 hours behind my 914 and still laughing......
Den 15/09/2005 kl. 1.54 skrev SPurpura(at)aol.com:
>
> AS FAR AS A JABIRU BEING THE ENGINE OF CHOISE,THAT IS JUST YOR
> OPINION.
> I AM QUITE HAPPY WITH MY ROTAX 914 AND WOULD NOT SWAP IT FOR EVEN 2
> JABIRU'S.
> AND THAT'S MY OPINION. SAM N77EU 350 HRS+
>
>
________________________________________________________________________________
| From: | "N914RB" <n914rb(at)earthlink.net> |
| Subject: | Wing Spar Socket Needed |
Hi all,
Just wondering if anyone out there has an extra spar socket lying around
they'd like to sell. Kind of a long shot I know but thought I'd check. FYI,
I'm looking for the metal 'cup' that gets bonded to the port spar that the
SB spar fits into. For some silly reason which will go unmentioned, I now
get to remove the one I, uh, damaged and reinstall a new one onto the port
spar. If I had a dime for every time... well, I'm sure you know how it goes.
So if you've got one around you want to sell, contact me at
danbish(at)norwalktucson.com. BTW, I have some extra wing pin sockets and
misc. tail plane parts if anybody needs them.
Thanks,
Dan
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Mono Europa wanted |
A friend has asked me to use this listing to find out if anyone is considering
selling a Europa Mono. Ideally he is looking for an XS with a 912s power unit.
I know that he is the sort of person who would not want anything that has a history,
even though he has not said that.
Please contact me off site if you are interested.
Cheers Bryan Allsop
________________________________________________________________________________
| From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
| Subject: | Manston Anybody? |
I had to abandon my Europa at Manston in Kent today due to the appalling weather.
Having made it across the English Channel I finished my French trip by returning
to Derbyshire on the train.I will need to return on Sunday, or early next
week to pick it up.
Is anyone from this part of the world looking for a trip to Manston if I pay the
expenses????
You can only ask, can't you?
Here's hoping.
Cheers! Bryan.
________________________________________________________________________________
| From: | "Milt Black" <black333(at)dslextreme.com> |
| Subject: | to Tom Lowsley re:XS tri-gear project for sale |
Sam, and Tom, I knew full well that if I expressed an opinion favoring the
Jabiru 3300 over the Rotax that i would recieve alot of flak. Obviously,
there are many more Rotax owners than Jabiru and I could not be happier that
they are well pleased with their powerplants. Belive me, I have nothing
against the Rotax. It's just that more recently an alternative engine has
become available and one can now evaluate, compare, and make a choice. Safe
and happy flying to all. Milt Black. black333(at)dslextreme.com
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Overhead lighting |
I wanted to wire my overhead consel with 4 of the Black single LED
lights sold in ACS. Just wondering if others used these before and if
you would have any method for wiring them that a non electronics type
like me would understand. Should they be wired in series?
Also I have been struggling with a choke cable I like. Any thoughts on
what others have used and like? I am planning on going from one to two
on the firewall like my throttle so I was looking for a pull knob but
with a cable and not a wire like in some motorcycles. Any info would be
greatly appreciated.
Thanks,
Jeff
A258
Paint complete and very close to cranking it up.
________________________________________________________________________________
| From: | Paddy Clarke <paddyclarke(at)lineone.net> |
Hi All,
Anyone interested in a DOTH to the Wiltshire PFA Flyers fly-in at Lower
Upham on Sun.?. BBQ from 10.30. Briefing from Dudley Pattison on 0799
097 6393 - I've never been there.
Cheers
Paddy Clarke
Europa XS - 404 G-KIMM
________________________________________________________________________________
| From: | Trevpond(at)aol.com |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
Hi Milt,
I can only quote the designer "the aircraft was designed around the Rotax
engine and it is the only one that delivers the performance with economy"
Trev Pond
kit 598
________________________________________________________________________________
| From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | to Tom Lowsley re:XS tri-gear project for sale |
Hi! Trevor
And you forgot to mention that those "in the Colonies" are soon going to
have to look at engine efficiencies especially since the Katrina problem
and they snatched all our reserves and caused the prices to escalate.
My a/c uses about a gallon per hour more than the Rotax and is a source
of great amusement when group flying with Rotax Buffs !!!! Having said
that the Jabiru is a bog standard engine to operate (when you've got the
cooling somewhere right) so there isn't the explicit operational control
needed as per the Rotax as only you now know only too well !
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
Trevpond(at)aol.com
Subject: Re: Europa-List: to Tom Lowsley re:XS tri-gear project for sale
Hi Milt,
I can only quote the designer "the aircraft was designed around the
Rotax
engine and it is the only one that delivers the performance with
economy"
Trev Pond
kit 598
________________________________________________________________________________
| From: | "Andy Silvester" <andy(at)suncoastjabiru.com> |
| Subject: | to Tom Lowsley re:XS tri-gear project for sale |
Yeah, Trev, and the P-51 Mustang was designed for the Allison engine. Let's
see how many instances we can find where a product has been improved, or
let's say "Changed to meet the Customer's requirements" without detriment.
Oops! The top just came off my Can of Worms..........
Andy
Suncoast Sportplanes, Inc.
www.suncoastjabiru.com
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
Trevpond(at)aol.com
Subject: Re: Europa-List: to Tom Lowsley re:XS tri-gear project for sale
Hi Milt,
I can only quote the designer "the aircraft was designed around the Rotax
engine and it is the only one that delivers the performance with economy"
Trev Pond
kit 598
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
Milt,
One item of interest to many of those that might be thinking of an
alternative is price. When all is said and done.....what would be the typical
cost of
a Jabiru 3300 power plant with FWF kit compared to a Rotax 912S power plant
with FWF kit? Here in the States.
Mike Duane A207A
Redding, California
XS Conventional Gear
________________________________________________________________________________
| From: | DuaneFamly(at)aol.com |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
In a message dated 9/16/2005 4:33:36 A.M. Pacific Standard Time,
ptag.dev(at)tiscali.co.uk writes:
Jabiru is a bog standard engine to operate
Hey Bob,
Could you translate this into Colonial English?
Thanks.
Mike Duane A207A
Redding, California
XS Conventional Gear
________________________________________________________________________________
| From: | "GLENN CROWDER" <gcrowder2(at)hotmail.com> |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
Hey Sam, as far as a Rotax being the engine of choice, that is just your
opinion.
I am quite happy with my Subaru EA81 and would not swap it for even 4
Rotaxes!
And thats my opinion. Glenn 300 hrs +
AS FAR AS A JABIRU BEING THE ENGINE OF CHOISE,THAT IS JUST YOR OPINION.
I AM QUITE HAPPY WITH MY ROTAX 914 AND WOULD NOT SWAP IT FOR EVEN 2
JABIRU'S.
AND THAT'S MY OPINION. SAM N77EU 350 HRS+
________________________________________________________________________________
Regarding Engines!
It's your choice everyone! No wonder it is so easy to start Wars!
I couldn't give a Tinkers curse as long as the bloody thing keeps the Prop
turning.
End of Rant!....... NO it's not.
Why not discuss the superiority of Mono Wheel over Trigear over
Conventional.
The best Prop?
Oh! I forgot.....That's a choice too!
Enough!!!!
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
Hey guys!
Sounds like your all satisfied with your Europa and would not swap them
for 3 other airplanes, but your hung up on the front end. You've all
made me glad I am closer to the first flight of A248!
Regards
Jeff
912S not sure of how I'll like it yet.
On Sep 16, 2005, at 11:04 AM, GLENN CROWDER wrote:
>
>
> Hey Sam, as far as a Rotax being the engine of choice, that is just
> your
> opinion.
> I am quite happy with my Subaru EA81 and would not swap it for even 4
> Rotaxes!
> And thats my opinion. Glenn 300 hrs +
>
>
> AS FAR AS A JABIRU BEING THE ENGINE OF CHOISE,THAT IS JUST YOR OPINION.
> I AM QUITE HAPPY WITH MY ROTAX 914 AND WOULD NOT SWAP IT FOR EVEN 2
> JABIRU'S.
> AND THAT'S MY OPINION. SAM N77EU 350 HRS+
>
>
________________________________________________________________________________
| From: | terrys(at)cisco.com |
| Subject: | Overhead lighting |
Hi Jeff,
On our overhead, I used four of the black 'eyeball' adjustable lights
from ACS, although they use small incandescent bulbs (100mA each), not
LEDs. I wired the front two to the nav light switch, as they are used
for panel lights. The rear two are map lights, with individual rocker
switches, wired to the master switch power.
To see this schematically, see page 2 of our wiring diagram at the
following location;
http://terryseaver.home.comcast.net/wire_diag.pdf
Regards,
Terry Seaver
-----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: Overhead lighting
I wanted to wire my overhead consel with 4 of the Black single LED
lights sold in ACS. Just wondering if others used these before and if
you would have any method for wiring them that a non electronics type
like me would understand. Should they be wired in series?
Also I have been struggling with a choke cable I like. Any thoughts on
what others have used and like? I am planning on going from one to two
on the firewall like my throttle so I was looking for a pull knob but
with a cable and not a wire like in some motorcycles. Any info would be
greatly appreciated.
Thanks,
Jeff
A258
Paint complete and very close to cranking it up.
________________________________________________________________________________
| From: | "Jos Okhuijsen" <josok-e(at)ukolo.fi> |
Good idea, and good that everybody likes his engine of choice. Now if we
please could hear some arguments if it is not a secret? I like my empty
space there up front,and like to know what i should like to choose. Pfft.
:-)
Regards,
Jos Okhuijsen
________________________________________________________________________________
Jos Hi!
> Good idea, and good that everybody likes his engine of choice. Now if we
> please could hear some arguments if it is not a secret? I like my empty
> space there up front,and like to know what i should like to choose.
I know that dilemma as do many others. I guess where you are geographically
placed parts and service item supply is important as well as exchange rates
affecting costs.
List out all the known Europa Power plants and apply weighting based on:
Unit Cost
Weight
Availability
Track record
Match to preferred Prop
Operating area and environment
Fuel consumption
It will at least narrow down the choice.
Regards
Gerry
How much free photo storage do you get? Store your holiday
________________________________________________________________________________
| From: | "GLENN CROWDER" <gcrowder2(at)hotmail.com> |
Hey Gerry! Thats easy!
Get the 140 hp Dual Port Fuel Injected EA81 with redundant injection here:
(about $9K US)
http://www.ramengines.com/
RAM Performance, Ltd.
Get the Marcotte M150 redrive with 2.04/1 ratio and SAE2 hub here: (abt $4K
US)
http://www.geocities.com/marcotte004/page2.htm
The Marcotte redrive allows conventional clockwise prop rotation and has
only 1" of
crankshaft to prophub offset - necessary to allow room for cooling system
Get the Catto 3 bladed 64 x 62 composite prop (SAE2 hub) from here: (about
$1500 US)
http://www.cattoprops.com/
Catto Home
I have this prop and it goes right to redline at 8000 ft so 140 hp will
require more prop
This is a 180 mph or better setup @ 6.5 gph WOT with no turbo worries!
My monowheel with the 125 hp engine does 175 mph GPS @ 8000 ft, cruises 150
mph @ 5 gph
and has very light and friendly handling - empty weight 940 lb.
Glenn
>From: Gerry Holland <gholland@gemini-resourcing.com>
>Reply-To: europa-list(at)matronics.com
>To:
>Subject: Re: Europa-List: ENGINES!
>Date: Fri, 16 Sep 2005 18:17:12 +0100
>
><gholland@gemini-resourcing.com>
>
>Jos Hi!
>
> > Good idea, and good that everybody likes his engine of choice. Now if we
> > please could hear some arguments if it is not a secret? I like my empty
> > space there up front,and like to know what i should like to choose.
>
>I know that dilemma as do many others. I guess where you are geographically
>placed parts and service item supply is important as well as exchange rates
>affecting costs.
>
>List out all the known Europa Power plants and apply weighting based on:
>Unit Cost
>Weight
>Availability
>Track record
>Match to preferred Prop
>Operating area and environment
>Fuel consumption
>
>It will at least narrow down the choice.
>
>Regards
>
>Gerry
>
>
>How much free photo storage do you get? Store your holiday
>
>
________________________________________________________________________________
Mono versus Tri? Great. Well for me it's the Tri Gear, for no better reason
that I like aeroplanes to look like aeroplanes and ships like ships etc etc.
Patrick
________________________________________________________________________________
| From: | "Andy Silvester" <andy(at)suncoastjabiru.com> |
I think the last few posts about choice of engines (and associated
questions) provides me the opportunity to respond from the Jabiru front.
This email list (in my opinion) isn't the place for the 'hard sell' or an
extended "my engine's better than yours" confrontation on subjective terms.
It is the home of many happy Europa / Rotax owners and I expect the usual
defensive comments from them. (I can take it!). However, I'm trying to
address questions and concerns from people who have yet to make an engine
choice.
I recognize and respect that the Rotax has been the majority leader for the
Europa; it's a great engine and the gearbox and fluid cooling systems are
there for good and well-defended reasons. However (!) I find more owners
wanting less complexity, lower RPMs and what they see and hear is a more
'traditional' air-cooled direct drive engine which is easy to maintain, has
a good TBO and track-record and is supported by a responsive service and
spares network.
It's quite true to say that certainly in UK there was little support for the
Jabiru from Europa's Manufacturer and Designer and Rotax was, and maybe
continues to be 'the engine of choice' there. By comparison here in USA my
perception (and I have witnessed both sides) is that owners and builders,
who, let's face it, have a huge candy-store variety of parts, avionics and
engines are not as 'persuaded' to follow the herd. A few early Jabiru sales
to individual builders began (about 3-4 years ago) to influence Europa
Management in USA, and I got involved with them to develop an installation
that would convince even The Boss in UK!. Shortly after getting OEM
agreements with Europa in Lakeland, the Company folded. Before and since
then our progress has been steady and I'm now confident we have an
installation that compares very well with Rotax. These things always take
longer than we'd wish, but we are starting to get real feedback from owners
who are very pleased with their Jabiru power and performance in all
respects.
I'm holding-off publishing real numbers here as I'd prefer Europa owners to
give their feedback directly. You probably wouldn't believe me anyway!
However, I can report that through attention to installation methods and
cowling design, cooling issues (perceived or real) have been overcome as
well as the belief that Jabirus are way-less fuel efficient than the Rotax.
The gap has been narrowed, for certain. Inevitably, engines today are better
than early ones; Jabiru make no apology for improving their product and the
billet-machined construction throughout has allowed them to make these
changes relatively. If facts are required, here's a few:
1. 6 - cylinder air-cooled direct drive engine developing max. power at 3300
rpm
2. Engine installed weight is 180lbs
3. Since carburetor jetting change and other production mods., measured
power on new engines is 127hp.
4. Cruise RPM is around 2700 - 2900 depending on prop, which will usually
have a diameter of between 58" and 62". Cruise fuel burn is between 5 and
5.5 US gallons per hour (4.2 - 4.6 UK gph).
5. Current cost of the engine is $14,900.00 US and the installation kit
complete with 2-blade 58 x 62 Sensenich prop. is about $3250.
We work (literally) alongside Flightcrafters here, who know more about
Europas than I ever will and they have fitted about 6 Jabirus to date. Some
remain in construction but a Monowheel has flown about 50 hours with our
installation setup and a tri-gear XS just completed its first flight last
weekend. No complaints as far as I know!
Again, I prefer to have owners report their own findings but in my view the
installation package is a success and I'm happy to defend it alongside the
competition.
Andy
Suncoast Sportplanes, Inc.
39248 South Ave. Zephyrhills, FL 33542
Tel: 813 779 2324 Fax: 813 779 2246
www.suncoastjabiru.com
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Gerry Holland
Subject: Re: Europa-List: ENGINES!
<gholland@gemini-resourcing.com>
Jos Hi!
> Good idea, and good that everybody likes his engine of choice. Now if we
> please could hear some arguments if it is not a secret? I like my empty
> space there up front,and like to know what i should like to choose.
I know that dilemma as do many others. I guess where you are geographically
placed parts and service item supply is important as well as exchange rates
affecting costs.
List out all the known Europa Power plants and apply weighting based on:
Unit Cost
Weight
Availability
Track record
Match to preferred Prop
Operating area and environment
Fuel consumption
It will at least narrow down the choice.
Regards
Gerry
How much free photo storage do you get? Store your holiday
________________________________________________________________________________
| From: | "Milt Black" <black333(at)dslextreme.com> |
| Subject: | to Tom Lowsley re:XS tri-gear project for sale |
Hi Trev, Your point is well taken. Again, I have nothing against the Rotax.
I would ony remind you that the North American P-51 was designed around the
Allison engine and only "came alive" and gained it's reputation as the best
fighter of WWII after switching to the Rolls Royce Merlin. The list of
aircraft whose performance and economy were improved by an engine switch or
replacement is endless. Choice is a good thing. It's one of the important
elements that drives research and developement. My best to you and to your
Europa. Milt Black
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of
Trevpond(at)aol.com
Subject: Re: Europa-List: to Tom Lowsley re:XS tri-gear project for sale
Hi Milt,
I can only quote the designer "the aircraft was designed around the Rotax
engine and it is the only one that delivers the performance with economy"
Trev Pond
kit 598
--
________________________________________________________________________________
| From: | "Milt Black" <black333(at)dslextreme.com> |
| Subject: | to Tom Lowsley re:XS tri-gear project for sale |
Hi Mike, To get an up-to-date price comparison I suggest you contact Andy
Sylvester at Suncoast Sportplanes in Florida. E-mail
. Being the Jab dealer, he can quote the exact
prices for the engine and the firewall forward kit. Incidentally, this new
cowling/kit is really nice, better aesthetically, better cooling,ctc. It
looks very similar to the front end of the Lancair. Being his main
competitor, and located practically next store to a Europa dealer, I'm sure
that he can quote you "chapter-and-verse", or come awfully close to what the
Eupopa firewall fwd and Rotax would cost. Or, get on the Europa web page. I
believe prices are quoted. Just make sure that you convert pounds to
dollars. I believe it's about one to two, One pound equaling two dollars.
Also,get a list of what is included in each kit and engine package, to make
sure that you're comparing "apples to apples". Good hunting! Milt Black
-----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: to Tom Lowsley re:XS tri-gear project for sale
Milt,
One item of interest to many of those that might be thinking of an
alternative is price. When all is said and done.....what would be the
typical cost of
a Jabiru 3300 power plant with FWF kit compared to a Rotax 912S power plant
with FWF kit? Here in the States.
Mike Duane A207A
Redding, California
XS Conventional Gear
--
________________________________________________________________________________
| From: | N55XS <topglock(at)cox.net> |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
Jeff,
If you like performance and ease of operation, you're going to love your
912S. My tri gear's acceleration is very impressive; pushes you well
back into the seat and she climbs at around 1000 fpm at 1400 lbs, when
coupled with an AirMaster...
I looked, very hard at all the engines and FWFs being used in Europas
and chose the 912S. My reasons for choosing the 912S are: The kit was
designed around it, making installation a breeze. Performance, well,
see above. I wanted to fly my beauty, NOW! and didn't want to spend
extra time fidgiting with a non-standard installation. I'm not saying
that the other available engines aren't fine and I very well might
experiment with another engine, should I build another Europa. I just
wanted to get under way with the least possible hassles. The 912S has
provided me with that ability and has done so spectacularly.
Hope I haven't stepped on any toes... ;)
Jeff - N55XS
60+ hours and going out again tomorrow with that special grin, still on my face...
JEFF ROBERTS wrote:
>
>Hey guys!
>Sounds like your all satisfied with your Europa and would not swap them
>for 3 other airplanes, but your hung up on the front end. You've all
>made me glad I am closer to the first flight of A248!
>Regards
>Jeff
>912S not sure of how I'll like it yet.
>
>On Sep 16, 2005, at 11:04 AM, GLENN CROWDER wrote:
>
>
>
>>
>>
>>Hey Sam, as far as a Rotax being the engine of choice, that is just
>>your
>>opinion.
>>I am quite happy with my Subaru EA81 and would not swap it for even 4
>>Rotaxes!
>>And thats my opinion. Glenn 300 hrs +
>>
>>
>>
>>AS FAR AS A JABIRU BEING THE ENGINE OF CHOISE,THAT IS JUST YOR OPINION.
>>I AM QUITE HAPPY WITH MY ROTAX 914 AND WOULD NOT SWAP IT FOR EVEN 2
>>JABIRU'S.
>>AND THAT'S MY OPINION. SAM N77EU 350 HRS+
>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | JEFF ROBERTS <jeff(at)rmmm.net> |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
Thanks for the encouragement Jeff. Looking forward to flying even more.
Regards,
Jeff
A258
On Sep 16, 2005, at 5:50 PM, N55XS wrote:
>
> Jeff,
>
> If you like performance and ease of operation, you're going to love
> your
> 912S. My tri gear's acceleration is very impressive; pushes you well
> back into the seat and she climbs at around 1000 fpm at 1400 lbs, when
> coupled with an AirMaster...
>
> I looked, very hard at all the engines and FWFs being used in Europas
> and chose the 912S. My reasons for choosing the 912S are: The kit was
> designed around it, making installation a breeze. Performance, well,
> see above. I wanted to fly my beauty, NOW! and didn't want to spend
> extra time fidgiting with a non-standard installation. I'm not saying
> that the other available engines aren't fine and I very well might
> experiment with another engine, should I build another Europa. I just
> wanted to get under way with the least possible hassles. The 912S has
> provided me with that ability and has done so spectacularly.
>
> Hope I haven't stepped on any toes... ;)
>
> Jeff - N55XS
> 60+ hours and going out again tomorrow with that special grin, still
> on my face...
>
>
> JEFF ROBERTS wrote:
>
>>
>> Hey guys!
>> Sounds like your all satisfied with your Europa and would not swap
>> them
>> for 3 other airplanes, but your hung up on the front end. You've all
>> made me glad I am closer to the first flight of A248!
>> Regards
>> Jeff
>> 912S not sure of how I'll like it yet.
>>
>> On Sep 16, 2005, at 11:04 AM, GLENN CROWDER wrote:
>>
>>
>>
>>>
>>>
>>> Hey Sam, as far as a Rotax being the engine of choice, that is just
>>> your
>>> opinion.
>>> I am quite happy with my Subaru EA81 and would not swap it for even 4
>>> Rotaxes!
>>> And thats my opinion. Glenn 300 hrs +
>>>
>>>
>>>
>>> AS FAR AS A JABIRU BEING THE ENGINE OF CHOISE,THAT IS JUST YOR
>>> OPINION.
>>> I AM QUITE HAPPY WITH MY ROTAX 914 AND WOULD NOT SWAP IT FOR EVEN 2
>>> JABIRU'S.
>>> AND THAT'S MY OPINION. SAM N77EU 350 HRS+
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | SPurpura(at)aol.com |
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
I DONT THINK YOU COULD SWAP A SUBARU MOTOR
FOR 1 VOLKSWAGON MOTOR AS FAR AS THAT GOES.
SAM N77EU
________________________________________________________________________________
| From: | SPurpura(at)aol.com |
THIS FORUM IS MEANT FOR EUROPA BUILDERS & OWNERS.
IF YOU ARE SELLING AN ENGINE YOU SHUOULD PAY MATRONICS
FOR YOUR ADVERTIZING OR PLACE AN ADD
IN THE MAGAZINES AND LEAVE US TO OUR AIRCRAFT.
SAM N77EU
________________________________________________________________________________
| Subject: | Monowheel Upstop? |
| From: | <rparigor(at)suffolk.lib.ny.us> |
Just got the gear lever gates installed.
When positioned in the up gate the swingarm is even with the bottom of
fuse. If I push up on the swingarm, to simulate negative Gs, the caliper
mashes into the rudder cables and also hits a starbord rudder guide.
These bad things happen if I push up bout 3/4"
I am thinking to install a up stop on the port side of the tunnel just
forward of the airbrake horn, made of 1/4 tufnal and contacting the
swingarm just where the swingarm is closest to the tunnel. Position would
where tire needs to be raised about 1/4" to contact this stop.
Comments?
Thx.
Ron Parigoris
________________________________________________________________________________
| From: | Andrew Sarangan <asarangan(at)YAHOO.COM> |
| Subject: | Question about wing tie-downs (Mod 69) |
I am installing the wing tiedowns (Mod 69). It calls for Araldite 420
and flox for bonding the tiedown assembly. Is there any reason why
Aeropoxy flox cannot be used?
The reason I ask is, I figure the Araldite is better left unopened
(even though they are past the expiration date) until I need them for
closing the wings and bonding the fuselage.
Andrew Sarangan
http://www.sarangan.org
________________________________________________________________________________
Received-SPF: None (dbmail-mx1.orcon.net.nz: domain of bill.sue(at)zip.co.nz
does not designate permitted sender hosts)
receiver=dbmail-mx1.orcon.net.nz;
client-ip=219.88.139.120;
envelope-from=;
helo=billsue;
| From: | "Bill & Sue Sisley" <bill.sue(at)zip.co.nz> |
| Subject: | Re: Monowheel Upstop? |
That's what I did, works a treat!
Sue and Bill
XS Mono
914/Airmaster
350hrs
----- Original Message -----
From: <rparigor(at)suffolk.lib.ny.us>
Subject: Europa-List: Monowheel Upstop?
>
> Just got the gear lever gates installed.
>
> When positioned in the up gate the swingarm is even with the bottom of
> fuse. If I push up on the swingarm, to simulate negative Gs, the caliper
> mashes into the rudder cables and also hits a starbord rudder guide.
>
> These bad things happen if I push up bout 3/4"
>
> I am thinking to install a up stop on the port side of the tunnel just
> forward of the airbrake horn, made of 1/4 tufnal and contacting the
> swingarm just where the swingarm is closest to the tunnel. Position would
> where tire needs to be raised about 1/4" to contact this stop.
>
> Comments?
>
> Thx.
> Ron Parigoris
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
>Thats easy!
>> Get the 140 hp Dual Port Fuel Injected EA81 with redundant injection
>>here:<
Very easy if you want to substitute baggage capability for engine
weight. The extra weight also means the battery has to be in the tail to
keep the C of G within limits. This increases the pitch inertia which
degrades the handling characteristics slightly.
For those who are new to the forum and are trying to make an engine
choice the following might be a useful summary:
Subaru - too heavy, NSI (the company producing the engine/gearbox
package) have a poor customer relations record.
BMW - nice engine but torsional vibration proved to be a too difficult
problem to overcome after exhaustive development work.
Mid West Rotary - very smooth and light but excessive fuel consumption
and very difficult to set up to run smoothly at all rpm's.
Wilksch Diesel - lovely engine with many original design patents. It is
very fuel efficient and cheap to run due to much cheaper jet fuel. This
is an engine to watch in the future for the replacement of
Lyco/Continentals but it is just too heavy for the Europa. The radiator
adds significantly to the frontal area which may increase drag.
Lyco/Continental - too heavy and high fuel consumption.
Jabiru - the only workable alternative to the Rotax for the Europa. True
it is simpler. If you want a simple aircraft you would probably not have
chosen the Europa in the first place. Although it has a higher power
output it is at 3300rpm which is too high for the prop to use
efficiently so the performance advantage is negated. Being aircooled the
fuel efficiency is slightly down on the Rotax. Some cooling issues were
apparent from the cowling mods seen on early aircraft. It definitely has
a price advantage which is the one area which lets the Rotax down. If I
was cost limited I would sooner spend it on the engine rather than
expensive avionics.
Rotax - still the most suitable engine for the aircraft if rather
expensive. As Ivan Shaw said in the early days of the Europa 'there is
more work in developing the engine for the airframe than designing the
airframe in the first place'. The P51 argument would be relevant if
there was an engine that was significantly more suited to the airframe
but so far this is not the case.
Choice of versions of the Rotax
912 - very fuel efficient but a little underpowered for the Europa
especially at max weight with high density altitudes. Using a VP prop
helps to extract maximum power at take-off without affecting cruise
performance.
912S - the extra 20hp make all the difference. Probably the first choice
for most Rotax users. Make sure the higher power starter is installed to
help prevent kickbacks on start due to the higher compression ratio.
914 Turbo - yet more performance but at a price and increased
complexity. Probably the best engine for those who regularly operate at
high density altitudes. However the 912S with a VP prop will give
adequate performance up to density altitudes of at least 10,000ft and
will comfortably exceed Vno at low altitudes.
________________________________________________________________________________
| From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | to Tom Lowsley re:XS tri-gear project for sale |
Hi! Milt/Mike
Respectfully .....how long is it since you bought anything in GBP and
had it to covert to USD ? You are just a tad out currently running at
approx 1.82USD Dollars to the GB Pound. So you are about 10% out and
that is a big margin from where I'm sat. You are very right about making
"apples to apples" comparison though. With the necessity of a radiator
etc. the Rotax has some hidden extras.
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Milt Black
Subject: RE: Europa-List: to Tom Lowsley re:XS tri-gear project for sale
Hi Mike, To get an up-to-date price comparison I suggest you contact
Andy
Sylvester at Suncoast Sportplanes in Florida. E-mail
. Being the Jab dealer, he can quote the exact
prices for the engine and the firewall forward kit. Incidentally, this
new
cowling/kit is really nice, better aesthetically, better cooling,ctc. It
looks very similar to the front end of the Lancair. Being his main
competitor, and located practically next store to a Europa dealer, I'm
sure
that he can quote you "chapter-and-verse", or come awfully close to what
the
Eupopa firewall fwd and Rotax would cost. Or, get on the Europa web
page. I
believe prices are quoted. Just make sure that you convert pounds to
dollars. I believe it's about one to two, One pound equaling two
dollars.
Also,get a list of what is included in each kit and engine package, to
make
sure that you're comparing "apples to apples". Good hunting! Milt Black
-----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: to Tom Lowsley re:XS tri-gear project for sale
Milt,
One item of interest to many of those that might be thinking of an
alternative is price. When all is said and done.....what would be the
typical cost of
a Jabiru 3300 power plant with FWF kit compared to a Rotax 912S power
plant
with FWF kit? Here in the States.
Mike Duane A207A
Redding, California
XS Conventional Gear
--
________________________________________________________________________________
| Subject: | Re: to Tom Lowsley re:XS tri-gear project for sale |
=A31 is near enough 1.8 dollars
________________________________________________________________________________
| From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
| Subject: | Re: Monowheel Upstop? |
Ron, You also could give some thought to the possibility that one day you
might land with gear up, and if wiring isn't off to the side or protected by
a fairly solid stop it is liable to be destroyed! As to the effect of
turbulence I think the more serious possibility is that inertial forces
pulling down on the U/C mass will open up the angle between that and the
gear lever, and you will then find great difficulty in getting the U/C down
and locked - Happened to me flying through some rotor over Welsh mountains
on a windy day. The Europa Mod putting a strut across that angle goes some
way to address that possibility. Regards, David
----- Original Message -----
From: <rparigor(at)suffolk.lib.ny.us>
Subject: Europa-List: Monowheel Upstop?
>
> Just got the gear lever gates installed.
>
> When positioned in the up gate the swingarm is even with the bottom of
> fuse. If I push up on the swingarm, to simulate negative Gs, the caliper
> mashes into the rudder cables and also hits a starbord rudder guide.
>
> These bad things happen if I push up bout 3/4"
>
> I am thinking to install a up stop on the port side of the tunnel just
> forward of the airbrake horn, made of 1/4 tufnal and contacting the
> swingarm just where the swingarm is closest to the tunnel. Position would
> where tire needs to be raised about 1/4" to contact this stop.
>
> Comments?
>
> Thx.
> Ron Parigoris
>
>
> ________________________________________________________________________
> How to respond to a major incident - essential training for all UK doctors
> http://www.doctors.net.uk/bioterrorism
> _______________________________________________________________________
>
>
________________________________________________________________________________
| From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
And learn to use the caps key. ;-)
Jim
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
SPurpura(at)aol.com
Subject: Re: Europa-List: ENGINES!
THIS FORUM IS MEANT FOR EUROPA BUILDERS & OWNERS.
IF YOU ARE SELLING AN ENGINE YOU SHUOULD PAY MATRONICS FOR YOUR ADVERTIZING
OR PLACE AN ADD IN THE MAGAZINES AND LEAVE US TO OUR AIRCRAFT.
SAM N77EU
________________________________________________________________________________
| From: | "KARL HEINDL" <kheindl(at)msn.com> |
Nigel,
Very good engine summary. I was always glad I chose the obvious: a 912S, and
a trigear.
A quick comparison on prices for fwf kits: according to Andy the Jabiru kit
is $ 18,100; I assume that includes every nut and bolt, and assuming a
current exchange rate of 1.8 for the Rotax kits I see that the 912S kit is
an additional $ 2,500, not the end of the world. But then you look at the
914, and it is an extra 50%, a whopping $ 9000. It is ideal for high
alltitude cruising and obviously aimed at this specialized market. For a
long time the 914 was the only alternative to the 912, but when the 912S
version came out, it in my opinion made the 914 largely obsolete.
I get the impression that many builders are in a very high income bracket,
and spending an extra ten or even twenty grand means nothing to them (i.e.
airline pilots, whether current or retired).
p.s. the Rotax kit prices on the Europa website may not include the Warp
Drive propeller, as none are listed. I remember, when I bought my kit, the
prop was included, and every nut and bolt and rivet.
Karl
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
I totally disagree with Sam N77EU. As an owner and builder I am constantly
looking for information on products and accessories related to the Europa.
I encourage vendors of Europa products to contribute to this forum, and thus
keep us informed on what's available and how it performs. In particular,
Andy Sylvester of Jabiru has done a marvelous job of educating us all on the
merits, performance, costs, etc. of the Jabiru engine. Thanks Andy! For
those of you who want to keep your heads buried in the sand, there is
something on your keyboard called a delete key.
Garry Stout
----- Original Message -----
From: <SPurpura(at)aol.com>
Subject: Re: Europa-List: ENGINES!
>
> THIS FORUM IS MEANT FOR EUROPA BUILDERS & OWNERS.
> IF YOU ARE SELLING AN ENGINE YOU SHUOULD PAY MATRONICS
> FOR YOUR ADVERTIZING OR PLACE AN ADD
> IN THE MAGAZINES AND LEAVE US TO OUR AIRCRAFT.
> SAM N77EU
>
>
>
________________________________________________________________________________
The question that has not been answered is the reliability of the 912S
against the 914. Remember that the 914 is a turbo charged 912 whilst the 912 S
is
a 912 with a much enhanced compession ratio, leading, all things being equal
to much greater stress on all engine components. The 914 has not been in
operation long enough to give proper comparisons but I suspect that the 914,
properly maintained and operated with proper care will prove the much longer
lasting engine.
Those of an engineering persuasion may care to comment?
Patrick
________________________________________________________________________________
| Subject: | RE: Question about wing tie-downs (Mod 69) |
| From: | "josok" <josok-e(at)ukolo.fi> |
1.41 REPLY_TO_EMPTY Reply-To: is empty
Araldite 420 + flox has more flexibility then epoxy + flox. I guess in this application
araldite is the better choice. Secondly, i don't think that araldite
will age much quicker once opened. In my case, i had to order an extra set of
araldite anyhow, because i was running short just a bit. I think with saving
i could have managed, but i would have to live with the eternal question: Was
it good enough?
Regards,
Jos Okhuijsen
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
| Subject: | Re: RE: Question about wing tie-downs (Mod 69) |
I have had a couple of replies to my previous question of how to fit a left
hand throttle. Neither of those received seemed very satisfactory and I
wonder if there are any other ideas around, or even mods that have already been
approved.
Has anyone tried a simple Bowden Cable from a left to existing right hand
throttle - it would have to attach below the pivot point to the left and above
to the right, thus moving both in unison.? I have seen a similar arrangement
in a Pulsar, that worked well.
If this could be done, does anyone have any detail of how to fix a throttle
box and lever on the port side wall? I admit to being a novice at working in
glass or indeed any composites.
I think that the present basic situation of flying with the left hand and
using the right for the throttle is unnatural for most people and would welcome
more ideas to resolve this issue.
Patrick.
________________________________________________________________________________
| From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
| Subject: | Re: RE: Question about wing tie-downs (Mod 69) |
Patrick
I had the thinking when I first started building my Europa. But now that I have
seen lots of cockpits and flown my "Wile E. Coyote" for a couple of years, I
find that the left hand learned what to do very well. The right hand is the
busiest hand . It works the GPS, radio, transponder, EFIS, engine monitor, and
coffee cup.
I know that you must make the throttle control move very smoothly. It needs to
be able to make very small adjustment in throttle settings when landing.
Hope this helps.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: BEBERRY(at)aol.com
To: europa-list(at)matronics.com
Sent: Saturday, September 17, 2005 10:52 AM
Subject: Re: Europa-List: RE: Question about wing tie-downs (Mod 69)
I have had a couple of replies to my previous question of how to fit a left
hand throttle. Neither of those received seemed very satisfactory and I
wonder if there are any other ideas around, or even mods that have already been
approved.
Has anyone tried a simple Bowden Cable from a left to existing right hand
throttle - it would have to attach below the pivot point to the left and above
to the right, thus moving both in unison.? I have seen a similar arrangement
in a Pulsar, that worked well.
If this could be done, does anyone have any detail of how to fix a throttle
box and lever on the port side wall? I admit to being a novice at working in
glass or indeed any composites.
I think that the present basic situation of flying with the left hand and
using the right for the throttle is unnatural for most people and would welcome
more ideas to resolve this issue.
Patrick.
________________________________________________________________________________
| Subject: | Re: RE: Question about wing tie-downs (Mod 69) |
Thanks for the comments Cliff. I am as yet very inexperienced in the
aeroplane and perhaps I will get the knack eventually.
Patrick
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
| Subject: | Re: Monowheel Upstop? |
Hi Ron,
Somebody came up with a good up stop design that involves installing a
couple of tufnol blocks to the swing arm so that they hit the shock
absorber bottom plate in the up position.
Was that Steve Hager?
Anyway I insalled 3/4 inch blocks of tufnol by ruduxing them between the
inside of the swing arm and the LG02A. Seems to make for a very solid up
stop, though I'm not sure what would happen in a gear up landing.
With the wheel off and the swing arm up weasure the space between the
swing arm and the LG07. The blocks, one on each side of the LG02A need
to be exactly the right hight to stop the swing arm where you want it,
flush with the fuse bottom. Its pretty easy to make a couple blocks and
test it out, see what you think.
Kevin
rparigor(at)suffolk.lib.ny.us wrote:
>
>Just got the gear lever gates installed.
>
>When positioned in the up gate the swingarm is even with the bottom of
>fuse. If I push up on the swingarm, to simulate negative Gs, the caliper
>mashes into the rudder cables and also hits a starbord rudder guide.
>
>These bad things happen if I push up bout 3/4"
>
>I am thinking to install a up stop on the port side of the tunnel just
>forward of the airbrake horn, made of 1/4 tufnal and contacting the
>swingarm just where the swingarm is closest to the tunnel. Position would
>where tire needs to be raised about 1/4" to contact this stop.
>
>Comments?
>
>Thx.
>Ron Parigoris
>
>
>
>
________________________________________________________________________________
| From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
| Subject: | Re: 914 Filter & Oshkosh |
----- Original Message -----
From: "Steve Hagar" <hagargs(at)earthlink.net>
Subject: *** SPAM *** Europa-List: 914 Filter & Oshkosh
>
> While I had my lower cowling off to give it bigger nostrils up front for
> better cooling I took note how nice it would be to have a feature inside
> to register against the end of the air filter. I haven't started the
> motor yet but have noticed that the filter attachment could be
> problematic. I have had it loosen up after sitting for months in the
> garage. No doubt some sort of creep or flow going on with the material.
> Now if the lower cowling had a flat surfaced feature to butt against the
> end of the air filter the clamp would only have to suffice for a seal and
> not as an attachment device for a cantilever. Has anyone done this yet?
> If you have found an elegant way to get the right dimension give me a
> heads up. If I don't hear from anyone I'll have to go to my old standby
> for figuring it out. I do my best thinnking on this type of issue by
> wandering up and down the aisles of Home Depot. Looking at all the stuff
> on the shelves and racks eventually sets the lighbulb off
> on how to custom fab something. I have made some very passable outrigger /
> landing light fairing molds out of adhesive backed foam and electrical
> tape gathered on my wanderings.
>
> The trip out to Oshkosh and back in E. Trombley's Europa reconfirmed that
> I made a good decision to go with the Europa and also to go for the 914.
> The seating was more comfortable than my car (I'm 6 ft, 200#) my back
> gets stiff in the car, I was not stiff after 4 hr legs in the plane. My
> seats were modeled after Erich's after he sent me some photos. With the
> wing leveler turned on we could have slept most of the way home. Weather
> was bad on the way there had to fly real low and had to watch out for
> nasty stuff like real tall TV towers rising terrain etc. The engine
> hummed like a sewing machine all trip. We probably could have done it in
> a day if the weather was good and got a real early start.
>
> The turbo adds a startling amount of versatility, on the the trip back
> home we were at 6500 ft. indicating 120 kts airspeed and 80 kts gps ground
> speed. We elevatored up to 14500 ft. looking for more favorable winds
> and eventually found a spot where we got about 130 kts groundspeed. Going
> over the Rockies was just a short jump. All this on about a 5 gal/hr
> burn rate, with a fixed pitch prop and with the outriggers down.
> (electrically actuated that fold completely inboard into the wing but
> left down because of burned out motor).
>
> The trip was just what I needed to get kicked in gear to finish N40SH.
> Perhaps it will be ready to fly to Sun n Fun in primer?
>
> Steve Hagar
> Mesa, AZ
>
>
> Steve Hagar
> hagargs(at)earthlink.net
>
>
>
________________________________________________________________________________
| From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
I agree. Its good to hear the pros and cons of the engine choices, even
though I already bought a 914 and am completing the install now.
My home airport is at 4120 feet and summer temps reach 110 F. Lets see,
thats uh, pretty high desity altitude. And I look forward to being able
to cruise up to 18000 and take advantage of higher true airspeeds. Plus
I just like cruising way up there.
With the Jabiru 3300 producing 127 hp at 3300 rpm (correct?) and 3300
rpm being too fast for a given prop (correct?), what is the max rpm and
HP for a 3300 and best prop combo, on a Europa mono-wheel?
Just curious... Kevin N211KA, still workin on it...
Garry wrote:
>
>I totally disagree with Sam N77EU. As an owner and builder I am constantly
>looking for information on products and accessories related to the Europa.
>I encourage vendors of Europa products to contribute to this forum, and thus
>keep us informed on what's available and how it performs. In particular,
>Andy Sylvester of Jabiru has done a marvelous job of educating us all on the
>merits, performance, costs, etc. of the Jabiru engine. Thanks Andy! For
>those of you who want to keep your heads buried in the sand, there is
>something on your keyboard called a delete key.
>
>Garry Stout
>
>
>----- Original Message -----
>From: <SPurpura(at)aol.com>
>To:
>Subject: Re: Europa-List: ENGINES!
>
>
>
>
>>
>>THIS FORUM IS MEANT FOR EUROPA BUILDERS & OWNERS.
>>IF YOU ARE SELLING AN ENGINE YOU SHUOULD PAY MATRONICS
>>FOR YOUR ADVERTIZING OR PLACE AN ADD
>>IN THE MAGAZINES AND LEAVE US TO OUR AIRCRAFT.
>>SAM N77EU
>>
>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | RE: Question about wing tie-downs (Mod 69) |
Hi! Patrick
I have always naturally been right handed however I have adapted to the
stick control with the left with total instinctive ease. There is no way
I would have my right hand doing anything but multipurpose functions,
mostly throttle, and similarly I wouldn't have the right hand involved
with finger brakes when you have two instinctive legs on the pedals of
my trike. However mono may be different. I have stick top control of
pitch trip, and radio mic.so the left hand is busy but there ain't any
way I'm going to write with my left !
Regards
Bob Harrison. G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
BEBERRY(at)aol.com
Subject: Re: Europa-List: RE: Question about wing tie-downs (Mod 69)
I have had a couple of replies to my previous question of how to fit a
left
hand throttle. Neither of those received seemed very satisfactory and I
wonder if there are any other ideas around, or even mods that have
already been
approved.
Has anyone tried a simple Bowden Cable from a left to existing right
hand
throttle - it would have to attach below the pivot point to the left
and above
to the right, thus moving both in unison.? I have seen a similar
arrangement
in a Pulsar, that worked well.
If this could be done, does anyone have any detail of how to fix a
throttle
box and lever on the port side wall? I admit to being a novice at
working in
glass or indeed any composites.
I think that the present basic situation of flying with the left hand
and
using the right for the throttle is unnatural for most people and would
welcome
more ideas to resolve this issue.
August 25, 2005 - September 17, 2005
Europa-Archive.digest.vol-ex