Europa-Archive.digest.vol-my
July 02, 2016 - July 29, 2016
>
> ------------------------------------------------------------------------
> *From:* owner-europa-list-server(at)matronics.com
> on behalf of david park
>
> *Sent:* 01 July 2016 22:53:23
> *To:* europa-list(at)matronics.com
> *Subject:* Re: Europa-List: Exhaust Springs
>
> Can you expand on the double springs, I am not familiar with them.
> It's worth chasing up?
> Dave
>
> Dave Park
>
>
> > On 1 Jul 2016, at 22:41, Pete Lawless wrote:
> >
> >
> > Yes. Though the last couple I have replaced have now done 50 hours
> +. I wish I could find the original style "double" springs as
> supplied by Europa.
> >
> > Pete
> > G-RMAC
> >
> >> On 01/07/16 22:31, david park wrote:
> >>
> >>
> >> I recently purchased new Exhaust Springs from CKT out of the 10
> supplied I have had three fail within 20 hours. The force needed to
> install them seems excessive, possibly leading to their failure.
> >> Is anyone else having failures with exhaust springs?
> >> They must be commercially available in 'similar' design ?
> >> Dave Park
> >> Sent from my iPad
> >
> >
> >
> >
> >
>
>
> ==========
> st Email Forum -
> pa-List">http://www.matronics.com/Navigator?Europa-List
> ==========
> p; - MATRONICS WEB FORUMS -
> ums.matronics.com
> ==========
> p; - NEW MATRONICS LIST WIKI -
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> ==========
> p; - List Contribution Web Site -
> p; -Matt Dralle, List Admin.
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> ==========
>
>
________________________________________________________________________________
| Subject: | Re: Exhaust Springs |
| From: | david park <dpark748(at)icloud.com> |
Thanks, ordered.
Dave Park
Dave Park
> On 2 Jul 2016, at 10:34, Pete Lawless wrote:
>
> Karl the very things! Thanks
>
> Pete
>
>> On 02/07/16 02:09, Karl Heindl wrote:
>> Look at Demon Tweeks, part no.SC62
>>
>>
>> From: owner-europa-list-server(at)matronics.com <owner-europa-list-server@ma
tronics.com> on behalf of david park
>> Sent: 01 July 2016 22:53:23
>> To: europa-list(at)matronics.com
>> Subject: Re: Europa-List: Exhaust Springs
>>
>>
>> Can you expand on the double springs, I am not familiar with them. It's w
orth chasing up?
>> Dave
>>
>> Dave Park
>>
>>
>> > On 1 Jul 2016, at 22:41, Pete Lawless wrote:
>> >
>> >
>> > Yes. Though the last couple I have replaced have now done 50 hours +.
I wish I could find the original style "double" springs as supplied by Euro
pa.
>> >
>> > Pete
>> > G-RMAC
>> >
>> >> On 01/07/16 22:31, david park wrote:
>> >>
>> >>
>> >> I recently purchased new Exhaust Springs from CKT out of the 10 suppli
ed I have had three fail within 20 hours. The force needed to install them s
eems excessive, possibly leading to their failure.
>> >> Is anyone else having failures with exhaust springs?
>> >> They must be commercially available in 'similar' design ?
>> >> Dave Park
>> >> Sent from my iPad
>> >
>> >
>> >
>> >
>> >
>>
>>
>> ==========
>> st Email Forum -
>> pa-List">http://www.matronics.com/Navigator?Europa-List
>> ==========
>> p; - MATRONICS WEB FORUMS -
>> ums.matronics.com
>> ==========
>> p; - NEW MATRONICS LIST WIKI -
>> matronics.com
>> ==========
>> p; - List Contribution Web Site -
>> p; -Matt Dralle, List Admin.
>> http://www.matronics.com/contribution
>> ==========
>
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Dynon AP Panel Trim function |
Does anyone have one of these working with the Ray Allen servo?
My doubt is that the Ray Allen servo is fused at 1A and the AP panel is
fused at 4A and the manual says the output is for motors less than 2A.
The dynon instructions say Ray Allen servos are know to work so Im guessing
all is good. However given the very inaccessible position of the servo
motor I dont want to make a mistake.
thanks
Will
William Daniell
LONGPORT
+57 310 295 0744
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Dynon AP Panel Trim function |
Ok I can answer my own question ...for those that are interested. So I am
going to fit a 1A breaker since I only have one servo.
Alan,
Remember, breakers protect wires, not circuits. So technically, you use
whatever breaker is right for the wire size you used, not the loads. You
can use a smaller breaker if you have a reason to.
That being said, the SV-AP panel supports a maximum of 4A of trim loads,
which is what the manual is trying to communicate. If you are sure your
trim motors never draw more than 1A each, than a 2A breaker will be fine.
Remember that with auto trim, the system may run both trims at the same
time, so a 2A breaker with a 2A load may trip now and then.
William Daniell
LONGPORT
+57 310 295 0744
On Sat, Jul 2, 2016 at 12:22 PM, William Daniell <
wdaniell.longport(at)gmail.com> wrote:
> Does anyone have one of these working with the Ray Allen servo?
>
> My doubt is that the Ray Allen servo is fused at 1A and the AP panel is
> fused at 4A and the manual says the output is for motors less than 2A.
>
> The dynon instructions say Ray Allen servos are know to work so Im
> guessing all is good. However given the very inaccessible position of the
> servo motor I dont want to make a mistake.
>
> thanks
>
> Will
>
>
> William Daniell
> LONGPORT
> +57 310 295 0744
>
________________________________________________________________________________
| From: | Karl Heindl <kheindl(at)msn.com> |
| Subject: | Manifold Pressure |
I want to adjust my Warp Drive for better cruise performance. Am I correct
in assuming
that the indicated manifold pressure in a static ground run would be the sa
me in the
cruise for the given rpm ?
I had a pitch of 19.5 degrees which gave about 23MP at 75% power.
Karl
________________________________________________________________________________
| Subject: | Re: Exhaust Springs |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
Just a tip for fitting the springs.
I refitted my silencer last week, after removing it to replace all the hoses. It
was a real struggle to get the spring back on over the hook, by using long
nose vice grips to pull it up and over the hook. I found it much easier to compress
the springs by inserting a screwdriver in the bottom of the spring, and
pushing upwards to compress the spring, and then slip the top loop over the hook,
rather than using the vice grips to pull the spring upwards and over the hook.
Unfortunately, I only discovered this on the last spring ! [Rolling Eyes]
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457683#457683
________________________________________________________________________________
| From: | GRAHAM SINGLETON <grahamsingleton(at)btinternet.com> |
| Subject: | Re: Exhaust Springs |
Bob and AllAn easier way; make a loop of locking wire about 3" long, hang i
t over the hookat one end of the spring with the other end of the spring in
stalled on the exhaust. Now its easy to grab the loose end of the loop with
a mole grip or your locking wire pliers and pull the hook up to the loop o
n the exhaust.Actually I think I hooked it to the top loop then pulled it d
own.Graham
On Sunday, 3 July 2016, 20:18, BobD wrote:
Just a tip for fitting the springs.
I refitted my silencer last week, after removing it to replace all the hose
s. It was a real struggle to get the spring=C2- back on over the hook, by
using long nose vice grips to pull it up and over the hook. I found it muc
h easier to compress the springs by inserting a screwdriver in the bottom o
f the spring, and pushing upwards to compress the spring, and then slip the
top loop over the hook, rather than using the vice grips to pull the sprin
g upwards and over the hook.
Unfortunately, I only discovered this on the last spring !=C2- [Rolling E
yes]
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457683#457683
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: Southco Fasteners |
Hi,
The following company supplies Southco fasteners in the UK:
Zygology Ltd
Direct Dial 01844 266025
Freephone 0808 1231221
Website www.zygology.com
I spoke to Helen Mc Corkindale (helen.mccorkindale(at)zygology.com).
They could get the 82-14-260-20's, but they don't hold them in stock, so you'd
have to buy a box of 100 and about 76. They already have the zinc plated versions
and can supply as many of as few as you require. He are the details:
82-14-260-16 1/4 Turn Stud Flush Slot 10 Each 0.46 Each
Regards
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457694#457694
________________________________________________________________________________
| Subject: | Re: Exhaust Springs |
Guys,
Try this method I thought of whilst struggling to remove and re-fit my exhaust
one night in the hangar. You can position the exhaust exactly where you need it
with all the springs located, then just snip the tie-wraps. It save on skin
and bad language.
All the best.
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457695#457695
Attachments:
http://forums.matronics.com//files/compressed_spring_168.jpg
________________________________________________________________________________
| From: | Chris Cameron <chris(at)cameron.org.nz> |
| Subject: | Re: New Smartphone App for pilots |
Hi Ira,
I've downloaded your app and am currently experimenting with it. However, this
morning, I set the QNH according to the current METAR and as I drove past the
airport, avAltimeter reported the altitude as ~50ft below the published altitude
of the airport (published altitude of the airport is 40ft, my reported altitude
was -10ft!).
Does there need to be an option to calibrate the iPhone?
Cheers
Chris
Sent from my iPad
> On 2/07/2016, at 05:58, rampil wrote:
>
>
> Hi All,
>
> Just a very quick note to let you know that the revised version of avAltimeter
> is now available from the Apple App Store. It is version 1.0.4
>
> The new revision allows QNH entry in millibars and Altitude reading in Feet
>
> Also, I caught and squashed a nasty little bug which might have caused crashing.
>
> Cheers
>
> --------
> Ira N224XS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457597#457597
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Dynon AP Panel Trim function |
I retained the 2A breaker that was already fitted in my Europa. I just wired the
pitch motor to the Dynon-AP panel, then re-wired the existing trim switch to
provide a switched earth to the appropriate pin on the AP panel depending on
which way you press it. It works like a dream and allows you to perform the simulated
trim run-away test required by the LAA.
All the best.
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457697#457697
________________________________________________________________________________
Looks great Erich. Here's my installation.
All the best.
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457698#457698
Attachments:
http://forums.matronics.com//files/g_urms_skyview_709.jpg
________________________________________________________________________________
| From: | Tim Ward <ward.t(at)xtra.co.nz> |
| Subject: | Re: Exhaust Springs |
To stop the disintegration of springs I was told to rub heat resistant sealant
(red stuff forgot name)on the springs once sprung. Mine have lasted 13 years.
TIM
Sent from my iPhone
> On 4/07/2016, at 9:07 AM, carlp101 <cparkinson@cisc-uk.com> wrote:
>
>
> Guys,
>
> Try this method I thought of whilst struggling to remove and re-fit my exhaust
one night in the hangar. You can position the exhaust exactly where you need
it with all the springs located, then just snip the tie-wraps. It save on skin
and bad language.
>
> All the best.
> Carl
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457695#457695
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/compressed_spring_168.jpg
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Damping Grease |
OK. I've tried the PG-44A from Newgate Simms. It's great. I put in on the upper
face of the friction plate. Now I can easily steer my plane easily and I don't
get the nose-wheel shimmy when landing. I'd thoroughly recommend it.
50g 22.50 + VAT
Newgate Simms Limited
Broughton Mills Road
Bretton, Chester
CH4 0BY
United Kingdom
Tel: +44(0)1244 660771
Email: shop(at)newgatesimms.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457700#457700
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: New Smartphone App for pilots |
Chris, That sounds pretty accurate to me! If you are always within 50ft
you are doing well regardless of how much you pay for an altimeter. But
if the discrepancy is consistent you can always apply your own
correction factor at the rate of 1mbar/hectopascal per 30ft.
Regards, David Joyce, GXSDJ
On 2016-07-03 22:09, Chris Cameron wrote:
>
> Hi Ira,
>
> I've downloaded your app and am currently experimenting with it. However, this
morning, I set the QNH according to the current METAR and as I drove past the
airport, avAltimeter reported the altitude as ~50ft below the published altitude
of the airport (published altitude of the airport is 40ft, my reported altitude
was -10ft!).
>
> Does there need to be an option to calibrate the iPhone?
>
> Cheers
> Chris
> Sent from my iPad
>
>
Links:
------
[1] http://forums.matronics.com/viewtopic.php?p=457597#457597
[2] http://www.matronics.com/Navigator?Europa-List
[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: New Smartphone App for pilots |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Hi Chris,
I'm sorry you are finding the altimeter reading inaccurate. One could put
a calibration in, but it would complicate the user interface and one should
be aware that the calibration curve would not be expected to be constant
with altitude, so what you adjust on the ground will be off in the air.
Still I appreciate the PIREP!
I don't know about the specs for NZ aircraft, but in the US a range of
75' is typically what you would expect between aircraft on the ground,
all set to the QNH. For present, I would have to agree with David. Please
remember, this app is for "educational and entertainment" value.
Please do not attempt to perform an ILS approach to minimums using the
app for vertical guidance ;)
In other app news, I have discovered my knowledge of Apple hardware
was somewhat dated and that some new iPads do indeed have barometric
sensing. I am currently modifying the app to Universal mode where it will
run on all qualified hardware. That would include iPad Mini 4, iPad Air 2,
and the iPad Pro series.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457707#457707
________________________________________________________________________________
| From: | Erich Trombley <erichdtrombley(at)juno.com> |
Hi Carl,
Nice installation! Looks like you have all the bells and whistles.
Enjoy.
Erich Trombley
Classic Mono 914
____________________________________________________________
Affordable Wireless Plans
Set up is easy. Get online in minutes.
Starting at only $9.95 per month!
www.netzero.net?refcd=nzmem0216
________________________________________________________________________________
Thanks Erich.
I've now integrated a PilotAware traffic monitoring system too, so I get live traffic.
It works really well.
All the best.
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457709#457709
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
Carl,
Interesting as I'm working with the Conspicuity working group and have been trying
a POWER FLARM with a V3+ LED Display.
Be interested in your feed back on the use of your set up and how your getting
on with the traffic awareness point of view - did you realise that if you flew
into AeroExpo you could have got some money towards your fuel if you had completed
a feedback form.
I'm finding that I am picking up a lot of Mode A transponders but not many Mode-S
or even ADS-B at the moment and flew into Sywell for all three days and also
again to day into Elstree.
I'm really pleased therefore with being able to get alerts for Mode A/C as it would
appear that the number of GA conflicts with anything else is few and far
between at the moment.
If you get a chance to drop into Brimpton let me know and I'll meet you there for
a chat.
Alan Burrill
G-OBJT
Sent from my iPad
> On 4 Jul 2016, at 16:56, carlp101 <cparkinson@cisc-uk.com> wrote:
>
>
> Thanks Erich.
>
> I've now integrated a PilotAware traffic monitoring system too, so I get live
traffic. It works really well.
>
> All the best.
> Carl
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457709#457709
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | David Watts <dg.watts(at)talktalk.net> |
Alan and Carl,
I have been running a Power Flarm for about 2 years now displaying on a Mini iPad
with Skydemon and for almost a year I have also been running PilotAware displaying
on a second mini iPad also with Skydemon and this setup has for the last
6 weeks been upgraded to the new PilotAware Classic which shows Mode S as well
although I haven't linked the audio option yet S I've been a bit busy lately.
I have also had a day with NATS when me and Kevin Challis in his Tri Gear ran some
conspicuity trials and last weekend I flew in to AeroExpo again on the NATS
trial.
Before I start my observations I should point out that no more than a glance should
be given to the traffic awareness system, you should spend nearly all of
your time looking out of the windows, that is where the threat is, the system
is just trying to help you look in the right place.
My observations are that the Power Flarm is good at displaying everything, ie.
gliders using Flarm, aircraft using ADSB out (both me and Kevin have enabled this
option through the LAA scheme) and other transponders. However it falls down
by only showing the Flarm and ADSB as aircraft symbols in their relative position
to me plus their height, whilst Mode S/C/A transponders are shown merely
as a circle around my aircraft symbol at their relative distance but also showing
their height. So when it comes up I have to have a look right round (which
is obviously difficult to the rear).
On the other hand PilotAware shows ADSB and Mode S aircraft as a symbol plus their
direction height and registration but no depiction of Mode A/C at all. This
is a problem as judging by my experiences so far, I would say that this probably
means that only half the traffic flying are being displayed, although that
display is in a much better format. PilotAware also shows other PilotAware users
but those numbers are very low at the moment.
In the trials that we did with NATS they had a new, prototype all in one, with
mini screen, traffic box that we trialled that showed ADSB, Flarm and Mode A/C/S.
Unfortunately we only flew with it for about 2 hours, but what we saw looked
very promising, although Mode A/C depiction was only as a note on the side
of the screen.
What we really need is for everybody to enable ADSB out. This is very simple if
you have a fitted GPS and a Mode S Transponder that is ADSB out enabled (most
of the current breed are). It just needs one wire to connect the two and the
paperwork through the LAA is ultra simple and no charge. You would then be properly
seen by all traffic systems.
It's still early days, but the future looks hopeful, and having had 2 ultra near
misses, I look forward to the day.
In near miss one, I was just under the cloud base and an aircraft came down out
of the cloud right in front of me. We both banked away and I recon we missed
by about 20ft.
The second was even closer. I was in the circuit on right base looking at the runway.
I looked round out of my window and all I saw was a cowling. I pushed the
stick really hard, it all went dark and then looking right I saw a twin disappear
into the distance without deviation. Phew!!!!!!
Dave Watts
G-BXDY Classic Monowheel 2230 hours
> On 4 Jul 2016, at 17:32, Alan Burrill wrote:
>
>
> Carl,
>
> Interesting as I'm working with the Conspicuity working group and have been trying
a POWER FLARM with a V3+ LED Display.
>
> Be interested in your feed back on the use of your set up and how your getting
on with the traffic awareness point of view - did you realise that if you flew
into AeroExpo you could have got some money towards your fuel if you had completed
a feedback form.
>
> I'm finding that I am picking up a lot of Mode A transponders but not many Mode-S
or even ADS-B at the moment and flew into Sywell for all three days and also
again to day into Elstree.
>
> I'm really pleased therefore with being able to get alerts for Mode A/C as it
would appear that the number of GA conflicts with anything else is few and far
between at the moment.
>
> If you get a chance to drop into Brimpton let me know and I'll meet you there
for a chat.
>
> Alan Burrill
> G-OBJT
>
> Sent from my iPad
>
>> On 4 Jul 2016, at 16:56, carlp101 <cparkinson@cisc-uk.com> wrote:
>>
>>
>> Thanks Erich.
>>
>> I've now integrated a PilotAware traffic monitoring system too, so I get live
traffic. It works really well.
>>
>> All the best.
>> Carl
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=457709#457709
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Power settings for 75% power in cruise VP prop? |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
My question is addressed to those with a Rotax 912S and VP prop combination. I
believe that 75% power equates to 18.5 litres / hour in the cruise. In my Classic
Europa tri-gear, this gives 115 to 120 KIAS cruise and is generally achieved
around 4700 rpm, which agrees very well with Kevin Dilks' suggested rpm "sweet
spot". Certainly I don't enjoy the louder and less smooth cruise at 5000 rpm.
So my question "What cruise power settings do you use and how do you know when
you're at 75% power with a VP prop?"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457716#457716
________________________________________________________________________________
| Subject: | Re: Power settings for 75% power in cruise VP prop? |
| From: | David Watts <dg.watts(at)talktalk.net> |
Jonathan,
This is all done using rpm and manifold pressure.
The Rotax Operators Manual is the place to go for this information in the Performance
Data section.
There it says that 75% is 5000 rpm and 27.2 inches manifold pressure.
65% is 4800 rpm and 26.5 inches manifold pressure.
I tend to run 4900 rpm and 24 inches for general messing around or increase to
25 inches if I am going somewhere or if I'm in a hurry then 26 inches.
Dave Watts
G-BXDY Classic Monowheel 2230 hours
> On 4 Jul 2016, at 19:19, jonathanmilbank wrote:
>
>
> My question is addressed to those with a Rotax 912S and VP prop combination.
I believe that 75% power equates to 18.5 litres / hour in the cruise. In my Classic
Europa tri-gear, this gives 115 to 120 KIAS cruise and is generally achieved
around 4700 rpm, which agrees very well with Kevin Dilks' suggested rpm "sweet
spot". Certainly I don't enjoy the louder and less smooth cruise at 5000
rpm.
>
> So my question "What cruise power settings do you use and how do you know when
you're at 75% power with a VP prop?"
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457716#457716
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
Thanks David I also work with the NATS Team and have been conducting many of the
formal trials with the LPAT and also acting as a target aircraft for others
trialling the device.
Like you I also have ADS-B out enabled and your experience regarding displays I
echo including the point about any display device being a prompt and aid to the
view out of the window.
The reason for my selection of the V3+ butterfly is exactly for that reason as
it is small enough to be unobtrusive and providing audio and visual prompts of
a potential threat. While I have used PiWare display on a Tablet I found the
brain power taking time to decipher out the threats from many non threatening
ADS-B targets approaching Heathrow was distracting from the view out of the window.
Alan
GOBJT
Sent from my iPad
> On 4 Jul 2016, at 19:05, David Watts wrote:
>
>
> Alan and Carl,
>
> I have been running a Power Flarm for about 2 years now displaying on a Mini
iPad with Skydemon and for almost a year I have also been running PilotAware displaying
on a second mini iPad also with Skydemon and this setup has for the
last 6 weeks been upgraded to the new PilotAware Classic which shows Mode S as
well although I haven't linked the audio option yet S I've been a bit busy lately.
>
> I have also had a day with NATS when me and Kevin Challis in his Tri Gear ran
some conspicuity trials and last weekend I flew in to AeroExpo again on the NATS
trial.
>
> Before I start my observations I should point out that no more than a glance
should be given to the traffic awareness system, you should spend nearly all of
your time looking out of the windows, that is where the threat is, the system
is just trying to help you look in the right place.
>
> My observations are that the Power Flarm is good at displaying everything, ie.
gliders using Flarm, aircraft using ADSB out (both me and Kevin have enabled
this option through the LAA scheme) and other transponders. However it falls
down by only showing the Flarm and ADSB as aircraft symbols in their relative
position to me plus their height, whilst Mode S/C/A transponders are shown merely
as a circle around my aircraft symbol at their relative distance but also
showing their height. So when it comes up I have to have a look right round (which
is obviously difficult to the rear).
>
> On the other hand PilotAware shows ADSB and Mode S aircraft as a symbol plus
their direction height and registration but no depiction of Mode A/C at all. This
is a problem as judging by my experiences so far, I would say that this probably
means that only half the traffic flying are being displayed, although that
display is in a much better format. PilotAware also shows other PilotAware
users but those numbers are very low at the moment.
>
> In the trials that we did with NATS they had a new, prototype all in one, with
mini screen, traffic box that we trialled that showed ADSB, Flarm and Mode A/C/S.
Unfortunately we only flew with it for about 2 hours, but what we saw looked
very promising, although Mode A/C depiction was only as a note on the side
of the screen.
>
> What we really need is for everybody to enable ADSB out. This is very simple
if you have a fitted GPS and a Mode S Transponder that is ADSB out enabled (most
of the current breed are). It just needs one wire to connect the two and the
paperwork through the LAA is ultra simple and no charge. You would then be properly
seen by all traffic systems.
>
> It's still early days, but the future looks hopeful, and having had 2 ultra near
misses, I look forward to the day.
> In near miss one, I was just under the cloud base and an aircraft came down out
of the cloud right in front of me. We both banked away and I recon we missed
by about 20ft.
> The second was even closer. I was in the circuit on right base looking at the
runway. I looked round out of my window and all I saw was a cowling. I pushed
the stick really hard, it all went dark and then looking right I saw a twin disappear
into the distance without deviation. Phew!!!!!!
>
> Dave Watts
> G-BXDY Classic Monowheel 2230 hours
>
>> On 4 Jul 2016, at 17:32, Alan Burrill wrote:
>>
>>
>> Carl,
>>
>> Interesting as I'm working with the Conspicuity working group and have been
trying a POWER FLARM with a V3+ LED Display.
>>
>> Be interested in your feed back on the use of your set up and how your getting
on with the traffic awareness point of view - did you realise that if you flew
into AeroExpo you could have got some money towards your fuel if you had completed
a feedback form.
>>
>> I'm finding that I am picking up a lot of Mode A transponders but not many Mode-S
or even ADS-B at the moment and flew into Sywell for all three days and
also again to day into Elstree.
>>
>> I'm really pleased therefore with being able to get alerts for Mode A/C as it
would appear that the number of GA conflicts with anything else is few and far
between at the moment.
>>
>> If you get a chance to drop into Brimpton let me know and I'll meet you there
for a chat.
>>
>> Alan Burrill
>> G-OBJT
>>
>> Sent from my iPad
>>
>>> On 4 Jul 2016, at 16:56, carlp101 <cparkinson@cisc-uk.com> wrote:
>>>
>>>
>>> Thanks Erich.
>>>
>>> I've now integrated a PilotAware traffic monitoring system too, so I get live
traffic. It works really well.
>>>
>>> All the best.
>>> Carl
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=457709#457709
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
| Subject: | Re: Power settings for 75% power in cruise VP prop? |
Jonathan.
The ROTaX manual provides a power setting tables hopefully attached.
The 75% power equates to 5000rpm and 26 MP.
Alan
GOBJT
Sent from my iPad
> On 4 Jul 2016, at 19:19, jonathanmilbank wrote:
>
k>
>
> My question is addressed to those with a Rotax 912S and VP prop combinatio
n. I believe that 75% power equates to 18.5 litres / hour in the cruise. In m
y Classic Europa tri-gear, this gives 115 to 120 KIAS cruise and is generall
y achieved around 4700 rpm, which agrees very well with Kevin Dilks' suggest
ed rpm "sweet spot". Certainly I don't enjoy the louder and less smooth crui
se at 5000 rpm.
>
> So my question "What cruise power settings do you use and how do you know w
hen you're at 75% power with a VP prop?"
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457716#457716
>
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
________________________________________________________________________________
| Subject: | Re: Power settings for 75% power in cruise VP prop? |
| From: | David Watts <dg.watts(at)talktalk.net> |
Jonathan
Oops, sorry I quoted the 912 figures and not the 912S. I have got both operators
manuals because my daughter has got the 80 hp in her Europa.
Dave Watts
> On 4 Jul 2016, at 19:55, Alan Burrill wrote:
>
> Jonathan.
>
> The ROTaX manual provides a power setting tables hopefully attached.
>
> The 75% power equates to 5000rpm and 26 MP.
>
> Alan
> GOBJT
>
> Sent from my iPad
>
>
>
>
>> On 4 Jul 2016, at 19:19, jonathanmilbank wrote:
>>
>>
>> My question is addressed to those with a Rotax 912S and VP prop combination.
I believe that 75% power equates to 18.5 litres / hour in the cruise. In my Classic
Europa tri-gear, this gives 115 to 120 KIAS cruise and is generally achieved
around 4700 rpm, which agrees very well with Kevin Dilks' suggested rpm
"sweet spot". Certainly I don't enjoy the louder and less smooth cruise at 5000
rpm.
>>
>> So my question "What cruise power settings do you use and how do you know when
you're at 75% power with a VP prop?"
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=457716#457716
>>
>>
>>
>>
>>
>>
>>
> ===================================
> ===================================
> ===================================
> ===================================
> ===================================
>>
>>
>>
________________________________________________________________________________
| Subject: | Re: Power settings for 75% power in cruise VP prop? |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
Guys, thanks for the replies. Firstly I don't have a manifold pressure guage, but
only an old car economy guage to give warning of carburettor ice build-up.
Permission was given for this and it works very well, although the needle moves
in the opposite sense. Because my 912 ULS engine isn't turbo boosted, there's
no chance of "overboosting".
Now to my puzzlement about the consequence of using a constant speed Airmaster
propeller and changes in horsepower without changing rpm. In my simple brain,
if I have 5000 rpm selected for cruise and move the throttle within the governed
range, then the horsepower MUST increase as I move the throttle from lowest
position at which 5000 rpm can be maintained to the fully forward position.
Therefore the tables provided in the engine manual become nonsensical regarding
RPM vs horsepower. It's more likely to me that the only remaining approximation
to horsepower being produced must be manifold pressure.
So assuming I generally cruise at 4700 RPM for aural comfort, indicating 115 to
120 KIAS and at a fixed throttle position, what remains for me to have an idea
of what % power I'm using is fuel consumption. Somehow I've acquired the idea
that 18.5 litres/hour indicates about 75% power.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457721#457721
________________________________________________________________________________
| From: | Chris Cameron <chris(at)cameron.org.nz> |
| Subject: | Re: New Smartphone App for pilots |
Ira and David,
This is my favourite altimeter app ( there is one other, Altimeter, that lets you
set your current altitude, but no others that I've found that let you set the
QNH), so I'll just have to remember to mentally adjust my altitude so I'm not
below sea level!
I understand what you're saying about complicating the UX and look forward to the
universal version.
Cheers
Chris
Sent from my iPad
> On 5/07/2016, at 01:02, rampil wrote:
>
>
> Hi Chris,
>
> I'm sorry you are finding the altimeter reading inaccurate. One could put
> a calibration in, but it would complicate the user interface and one should
> be aware that the calibration curve would not be expected to be constant
> with altitude, so what you adjust on the ground will be off in the air.
> Still I appreciate the PIREP!
>
> I don't know about the specs for NZ aircraft, but in the US a range of
> 75' is typically what you would expect between aircraft on the ground,
> all set to the QNH. For present, I would have to agree with David. Please
> remember, this app is for "educational and entertainment" value.
>
> Please do not attempt to perform an ILS approach to minimums using the
> app for vertical guidance ;)
>
> In other app news, I have discovered my knowledge of Apple hardware
> was somewhat dated and that some new iPads do indeed have barometric
> sensing. I am currently modifying the app to Universal mode where it will
> run on all qualified hardware. That would include iPad Mini 4, iPad Air 2,
> and the iPad Pro series.
>
> --------
> Ira N224XS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457707#457707
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Power settings for 75% power in cruise VP prop? |
| From: | "Rick Moss" <Rkwmoss(at)gmail.com> |
Does anyone know if altitude (or more specifically barometric pressure) effects
the fuel consumption at the specified 5000rpm/26" map? Or is it just that at
higher altitudes require increased throttle settings to achieve 26" map?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457727#457727
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
| Subject: | Re: Power settings for 75% power in cruise VP prop? |
The VP prop will adjust itself within the limitations of the propellor pitch adjustment
to maintain the rpm setting although if the throttle is not open sufficient
there will be insufficient power to even maintain the set rpm on full fine
and the rpm will drop at lower throttle settings. Therefore power is related
to the throttle setting and this will adjust the MP until Wide Open Throttle
is achieved. Full consumption will rise as you open the throttle and therefore
produce more power.
Not sure where you have obtained the 18.7 number from but the Power/Fuel Consumption
performance graphs in the ROTAX Operating manual should be your guide and
more important I suggest a MP Guage to provide you with the performance settings
you want to achieve and also measurement of the fuel consumption for your
aircraft at chosen cruise altitudes so you best able to determine the performance
and range of your aircraft. Relying on someone else's figures is never wise.
Alan
Sent from my iPad
> On 4 Jul 2016, at 20:58, jonathanmilbank wrote:
>
>
> Guys, thanks for the replies. Firstly I don't have a manifold pressure guage,
but only an old car economy guage to give warning of carburettor ice build-up.
Permission was given for this and it works very well, although the needle moves
in the opposite sense. Because my 912 ULS engine isn't turbo boosted, there's
no chance of "overboosting".
>
> Now to my puzzlement about the consequence of using a constant speed Airmaster
propeller and changes in horsepower without changing rpm. In my simple brain,
if I have 5000 rpm selected for cruise and move the throttle within the governed
range, then the horsepower MUST increase as I move the throttle from lowest
position at which 5000 rpm can be maintained to the fully forward position.
>
> Therefore the tables provided in the engine manual become nonsensical regarding
RPM vs horsepower. It's more likely to me that the only remaining approximation
to horsepower being produced must be manifold pressure.
>
> So assuming I generally cruise at 4700 RPM for aural comfort, indicating 115
to 120 KIAS and at a fixed throttle position, what remains for me to have an idea
of what % power I'm using is fuel consumption. Somehow I've acquired the idea
that 18.5 litres/hour indicates about 75% power.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457721#457721
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
I am still in the building stage. At the moment my aircraft is in the body shop
and I am getting on with the instrument panel. I have decided to go for........
Well everything. My thinking behind it is that within my flying time homebuilds
will be able to fly ifr and at night and so am gearing my craft to be able
to do that from day one. Thoughts please
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457740#457740
Attachments:
http://forums.matronics.com//files/image_459.jpeg
________________________________________________________________________________
| From: | Rowland Carson <rowlandcarson(at)gmail.com> |
| Subject: | neville eyre cowl query |
Ive been trying to contact Neville Eyre to get a quote from him for making the
metal baffles for his Europa cowl mod, but havent heard from him since mid-May
despite sending several e-mails to the last address he used.
Does anyone know if he is OK? I tried to phone but the mobile number I have for
him is defunct.
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
________________________________________________________________________________
| From: | "Brian Davies" <brian.davies(at)clara.co.uk> |
Although the Europa has not yet been tested it is such a well sorted machine
we all hope it will prove to be an excellent instrument platform. I am sure
our American owners will be able to comment on that aspect. Regarding
equipment fit, please read the LAA technical leaflets TL2.27 and TL2.28 on
the website. The usual rules apply- keep it simple and keep it light. You
don't actually need a lot of gear to fly IFR or at night in the UK.
Brian Davies
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of spcialeffects
Sent: 05 July 2016 10:27
Subject: Europa-List: Re: SKyview 10"
-->
I am still in the building stage. At the moment my aircraft is in the body
shop and I am getting on with the instrument panel. I have decided to go
for........ Well everything. My thinking behind it is that within my flying
time homebuilds will be able to fly ifr and at night and so am gearing my
craft to be able to do that from day one. Thoughts please
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457740#457740
Attachments:
http://forums.matronics.com//files/image_459.jpeg
________________________________________________________________________________
| Subject: | Original Europa Classic Monowheel POH in electroinc format |
| From: | "italianjon" <jon.catilli(at)gmail.com> |
Hi All,
Does any one, by chance, have in electronic format the original Europa Classic
Monowheel POH. The version for a 591Kg/150kt VNE configuration?
I have a copy of the XS one, in pdf but I would prefer not to redline it.
Thanks
Jon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457763#457763
________________________________________________________________________________
| Subject: | Re: neville eyre cowl query |
| From: | Rowland Carson <rowlandcarson(at)gmail.com> |
On 2016-07-05, at 18:03, Rowland Carson wrote:
> Ive been trying to contact Neville Eyre
Thanks folks - Ive now spoken to Neville!
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
________________________________________________________________________________
Alan. If you text me your number to 07810 565195 I'll give you a call when I'm
popping over from Membury. Possibly this weekend.
Brian. I'm working with Peter Pengelly from the LAA to try and get the VFR restriction
removed from my Europa. As it'll be the first of type it might cost me
a few quid, but it'll then open the way for IMC.
spcaleffects. Wow that looks a busy panel. What are you using to give you certified
GPS/Nav etc. I was looking at options for my plane.
Regards
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457765#457765
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
| From: | "Roland" <schmidtroland(at)web.de> |
Hello Gert,
if you need also a new regulator, get one from Silent Hektik http://www.silent-hektik.de/UL_R_912.htm - they are muuuch better than the Ducatis and are plug and play. Delivery is also very fast.
BTW: Your engine runs very well in my Europa - also with the Silent Hektik regulator
:-)
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457775#457775
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
Hello Roland,
Any chance of a translation and contact details for Silent-Hektik please. Also
what did the rectifier-regulator cost after all tax (if any) and postage was paid?
Thanks, Jonathan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457776#457776
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
| From: | =?iso-8859-1?Q?Gert_Dalgaard_S=F8rensen?= <stabelvej9(at)gmail.com> |
Hi Roland
Thanks for the hint - I will go for that regulator.
Nice to hear that your engine is running smooth.
Regards
Gert
> Den 6. jul. 2016 kl. 09.43 skrev Roland :
>
>
> Hello Gert,
>
> if you need also a new regulator, get one from Silent Hektik http://www.silent-hektik.de/UL_R_912.htm - they are muuuch better than the Ducatis and are plug and play. Delivery is also very fast.
>
> BTW: Your engine runs very well in my Europa - also with the Silent Hektik regulator
:-)
>
> Regards
> Roland
> PH-ZTI
> XS TG 914
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457775#457775
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
| From: | "Roland" <schmidtroland(at)web.de> |
jonathanmilbank wrote:
> Hello Roland,
>
> Any chance of a translation and contact details for Silent-Hektik please. Also
what did the rectifier-regulator cost after all tax (if any) and postage was
paid?
>
> Thanks, Jonathan
Hi Jonathan,
the regulator costs 197,- plus 17,- shipping within the EU (so be fast if based
in the UK ;-)
There is an order form on the SH website https://www.ssl-id.de/silent-hektik.de/SH_Best.php but I'm afraid no translation.
I do remember a regulator discussion here on the forum about 1 or two years ago....
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457778#457778
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
Jonathan,
I don't think that there's an English version of their site - but it
contains so much good stuff that I translated it a year or so back (see
attached PDF). You might want to double check the prices as they may
have changed.
Nigel
On 06/07/2016 10:48, Roland wrote:
>
>
> jonathanmilbank wrote:
>> Hello Roland,
>>
>> Any chance of a translation and contact details for Silent-Hektik please. Also
what did the rectifier-regulator cost after all tax (if any) and postage was
paid?
>>
>> Thanks, Jonathan
>
> Hi Jonathan,
>
> the regulator costs 197,- plus 17,- shipping within the EU (so be fast if based
in the UK ;-)
>
> There is an order form on the SH website https://www.ssl-id.de/silent-hektik.de/SH_Best.php but I'm afraid no translation.
>
> I do remember a regulator discussion here on the forum about 1 or two years ago....
>
> Regards
> Roland
> PH-ZTI
> XS TG 914
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457778#457778
>
>
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
| From: | GTH <gilles.thesee(at)free.fr> |
/Le 06/07/2016 12:01, nigel_graham@m-tecque.co.uk a crit :
/
> /Jonathan,
> / /
> I don't think that there's an English version of their site - but it
> contains so much good stuff that I translated it a year or so back
> (see attached PDF). You might want to double check the prices as they
> may have changed.
> /
Hi Jonathan and all,
Thanks for the translation.
This Silent Hektik regulator is much interesting.
Had it existed 13 years ago when we wired our airplane, we'd certainly
have gone for it.
At the time we were only aware of the Schicke regulators, which we
elected to install. Worked flawlessly since then.
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
________________________________________________________________________________
| Subject: | Re: Capacitor ... ?? |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
Dear Roland, Nigel and Gilles,
Thanks for the information and help. I collect this kind of information and file
it for future reference.
Best wishes,
Jonathan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457806#457806
________________________________________________________________________________
spcialeffects,
Just had a thought. This may not be relevant depending on where you are based,
and it may be too late, but it's advisable to buy the second panel from a manufacturer
other than Dynon. I know that the LAA want you to use different systems.
I guess it's to prevent a common systems error.
Regards
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457809#457809
________________________________________________________________________________
| Subject: | 4 Pin Soft Start Module |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
I have tried several sources (Conair, Skydrive, SAS, CFSAero) for a 4 pin Soft
Start Module for my Rotax 912ULS, without success. I have been informed that
they are no longer manufactured, and that I will need to change the whole SMD
Electronic Module at approx 1200GBP to achieve the fix.
Does anyone know of any other sources that may have a new or used module ?
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457818#457818
________________________________________________________________________________
| Subject: | Re: 4 Pin Soft Start Module |
| From: | Richard Iddon <riddon(at)sent.com> |
I believe that the soft start module was made by Smart Avionics / Mark Burton.
You could try contacting him. Google Smart Avionics for contact details.
Richard Iddon.
G-RIXS
smart avionicsOn 7 Jul 2016, at 00:12, BobD wrote:
>
>
>
> I have tried several sources (Conair, Skydrive, SAS, CFSAero) for a 4 pin Soft
Start Module for my Rotax 912ULS, without success. I have been informed that
they are no longer manufactured, and that I will need to change the whole SMD
Electronic Module at approx 1200GBP to achieve the fix.
>
> Does anyone know of any other sources that may have a new or used module ?
>
> --------
> Bob Dawson
> XS TG || 912 ULS || G-NHRJ
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457818#457818
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: 4 Pin Soft Start Module |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
Hi Riddon,
Thanks for your response. I forgot to mention i had already tried Smart Avionics
! :?
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457836#457836
________________________________________________________________________________
| From: | Glenn Perry <gfhperry(at)gmail.com> |
> Hello Gentlemen,
Wow, what a great resource this forum is!
I bought a Monowheel a year ago. The interior trim and apholstery is somewh
at scruffy at this stage and so I was thinking of redoing it. I would really
like to hear what the forum thinks about the way to go.
While I would like to do a deluxe finish with sound proofing under the aphol
stery etc, but realize that takes up space and adds weight. So what would y
ou recommend as a good compromise? I would also love to see some pictures to
see what is possible?
On a different subject, I remember someone mentioning that they rig and de-r
ig their Monowheel by themselves. Could you shed some light on what sort of e
quipment you use to do this solo?
Regards,
Glenn Perry (G-DLCB)
________________________________________________________________________________
| From: | James Kelly <europajimkelly(at)gmail.com> |
Hi Glenn, we need to keep in touch we are in the same boat, scruffy
interior trim.
Good luck with your research.
Jim Kelly G-BWEG
On 7 Jul 2016 10:29 a.m., "Glenn Perry" wrote:
Hello Gentlemen,
Wow, what a great resource this forum is!
I bought a Monowheel a year ago. The interior trim and apholstery is
somewhat scruffy at this stage and so I was thinking of redoing it. I would
really like to hear what the forum thinks about the way to go.
While I would like to do a deluxe finish with sound proofing under the
apholstery etc, but realize that takes up space and adds weight. So what
would you recommend as a good compromise? I would also love to see some
pictures to see what is possible?
On a different subject, I remember someone mentioning that they rig and
de-rig their Monowheel by themselves. Could you shed some light on what
sort of equipment you use to do this solo?
Regards,
Glenn Perry (G-DLCB)
________________________________________________________________________________
| Subject: | Re: 4 Pin Soft Start Module |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
Hi Bob,
Here's what I know. The soft start modules seemed to become unfashionable after
Ducati ignition modules with built-in spark timing retardation became standard
fit to some Rotax engines. This delayed spark feature during start-up lasts
for several seconds and then reverts to normal timing advance.
Up to about 2 years ago there was a special offer through Skydrive to buy a PAIR
of ignition modules for about 500 total and I took advantage of this because
I was having starting difficulties. Presumably this special was because they
knew of the starting difficulties the old modules were causing and certainly the
new units cured my "kick-back" problems.
Now to your question. A friend of mine also with a 912ULS engine wasn't satisfied
with the performance of his sparking system and heard of somewhere in the Netherlands
where he could send both his modules for refurbishment. This involves
opening the supposedly solid-state modules and replacing the questionable original
electronic components with high spec stuff. Here's are two links
main_page=index&cPath=671_2711_4731
https://www.carmo.nl/index.php?
As far as I can recall he spent less than 400 total and the turn-around time was
quick. Probably it'll cost somewhat more now that the pound has weakened. The
result was a great improvement in his opinion and well worth the money, particularly
when it is considered that a pair of new modules would cost around 2.5k.
He's been flying with the refurbished modules for over 6 months and I haven't
heard of any dissatisfaction.
What I don't know and would like to, is whether the refurbished units incorporate
the temporary retardation of timing for start-up, because it's VERY necessary
for my Europa Classic which can't accommodate the longer and more powerful
starter motor.
I'll ask friend Iain whether he wants to make further comment.
Best wishes,
Jonathan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457841#457841
________________________________________________________________________________
| From: | Graeme Hart <graeme.hart(at)onecoolkat.com> |
| Subject: | Do you recognise this cockpit mod |
Hi All
I have a kit that started out around 1999 and has been worked on by a
number of builder since them.
Does anyone recognise the mod that has been done to the cockpit. A lot of
the top of the centre console has been cut out and reinforced around the
edges.
I'm hoping that this is a recognised mod and someone can point me at
documentation on what was intended.
A picture of part of the cutout section is below (sorry I don't have one of
the entire cutout)
I'd appreciate any leads on how this mod is intended to work. Also, with
this large hole in the top do you still need the fuel valve access panel?
Thanks
Graeme
[image: Inline image 1]
________________________________________________________________________________
| From: | "Roland" <schmidtroland(at)web.de> |
gfhperry(at)gmail.com wrote:
>
> > Hello Gentlemen,
> >
>
>
> On a different subject, I remember someone mentioning that they rig and de-rig
their Monowheel by themselves. Could you shed some light on what sort of equipment
you use to do this solo?
>
I have a Trigear, which stands upright on it's own, but I guess you'll need dollies, which can be tilt to rig the wings solo anyway. I rig before every flight http://www.airport-data.com/aircraft/PH-ZTI.html
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457842#457842
________________________________________________________________________________
| Subject: | Re: 4 Pin Soft Start Module |
| From: | "Roland" <schmidtroland(at)web.de> |
I got my modules (conventional old style for Rotax 914) fixed by Carmo in the Netherlands
3 months ago and can recommend it without hesitation. It's a fraction
of the costs of new ones (IIRC about 600 EUR for both) and the turnaround as
well as communication is quick.
My Rotax starts hassle-free now :-)
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457843#457843
________________________________________________________________________________
| Subject: | Re: Do you recognise this cockpit mod |
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
Tri-Gear or Monowheel?
Alan
GOBJT
> On 7 Jul 2016, at 11:35, Graeme Hart wrote:
>
> Hi All
>
> I have a kit that started out around 1999 and has been worked on by a number
of builder since them.
>
> Does anyone recognise the mod that has been done to the cockpit. A lot of the
top of the centre console has been cut out and reinforced around the edges.
>
> I'm hoping that this is a recognised mod and someone can point me at documentation
on what was intended.
>
> A picture of part of the cutout section is below (sorry I don't have one of the
entire cutout)
>
> I'd appreciate any leads on how this mod is intended to work. Also, with this
large hole in the top do you still need the fuel valve access panel?
>
>
> Thanks
> Graeme
> <20160705_174300.jpg>
________________________________________________________________________________
| From: | Roger Sheridan <rogersheridan(at)mac.com> |
Hi Glenn,
I presently operate from a storage container and am able to rig & de-rig
single handed.
Fuselage rests on a dolly copied from that designed by Roger Targett &
used by David Joyce.
Wings dollies were built by Roger Huttlestone & cleverly pivot through
90 degrees. Roger told me last year that he has the moulds but would
need a pattern part to produce the frame again.
I would be in a second set of wing dollies if there were sufficient
interest.
Photos attached.
Cheers,
Roger
07540 851867
> On 7 Jul 2016, at 11:25, Glenn Perry wrote:
>
>>
>
> On a different subject, I remember someone mentioning that they rig
and de-rig their Monowheel by themselves. Could you shed some light on
what sort of equipment you use to do this solo?
>
> Regards,
>
> Glenn Perry (G-DLCB)
>
>
________________________________________________________________________________
| Subject: | Re: Rigging Aids |
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
I'd be interested in a wing dolly Rodger. What sort of cost?
Thanks Frank
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457864#457864
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
Glenn, I did my plane with2mm foam in the front half, covered with
Alcantara - all attached with spray on rubber glue. The panel and the
rear half (seat back backwards) were spray painted with durable matt
paint in matching colour. The foam was aimed at a bit of noise reduction
and thermal insulation. It has all worked well and worn very well.
Alcantara is a sort of synthetic, washable suede, which the guy who sold
it to me informed me was fitted to Maserati dashboards! I avoided heavy
upholstery and went for removable (hence adjustable) cushions, which
were somewhat modified matching coloured cushions from an old Citroen
car found in a scrapyard. The same car provided the carpets, which I had
nicely edged by an upholsterer. Picture attached.
Regards, David Joyce, G-XSDJ
On 2016-07-07 10:25, Glenn Perry wrote:
>> Hello Gentlemen,
>
> Wow, what a great resource this forum is!
>
> I bought a Monowheel a year ago. The interior trim and apholstery is somewhat
scruffy at this stage and so I was thinking of redoing it. I would really like
to hear what the forum thinks about the way to go.
>
> While I would like to do a deluxe finish with sound proofing under the apholstery
etc, but realize that takes up space and adds weight. So what would you recommend
as a good compromise? I would also love to see some pictures to see what
is possible?
>
> On a different subject, I remember someone mentioning that they rig and de-rig
their Monowheel by themselves. Could you shed some light on what sort of equipment
you use to do this solo?
>
> Regards,
>
> Glenn Perry (G-DLCB)
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Jet Age Museum Fly In |
The joint Europa Club/Gloster Strut Fly In to the Jet Age Museum,
Gloucester is due to happen in just over two weeks time, 23rd July. Last
year's event was a resounding success and we hope to welcome even more
of you this year. The attachment gives full details. Please note the
need to register your intention of coming.
Regards, David Joyce, G-XSDJ
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
With Apologies, I have just discovered a typo in the JAM Fly In advert.
We ask you to register your intention of coming by Thursday 21st July.
Corrected advert attached. Regards, David Joyce
________________________________________________________________________________
| From: | Graeme Hart <graeme.hart(at)onecoolkat.com> |
| Subject: | Do you recognise this cockpit mod |
Hi Alan
It is a trigear and came as a trigear from the factory.
It looks to me like the plan was to put a removable panel on the top.
I have attached a better picture.
On 7/07/2016 11:14 pm, "Alan Burrill" wrote:
>
> Tri-Gear or Monowheel?
>
> Alan
>
> GOBJT
> > On 7 Jul 2016, at 11:35, Graeme Hart wrote:
> >
> > Hi All
> >
> > I have a kit that started out around 1999 and has been worked on by a
> number of builder since them.
> >
> > Does anyone recognise the mod that has been done to the cockpit. A lot
> of the top of the centre console has been cut out and reinforced around the
> edges.
> >
> > I'm hoping that this is a recognised mod and someone can point me at
> documentation on what was intended.
> >
> > A picture of part of the cutout section is below (sorry I don't have one
> of the entire cutout)
> >
> > I'd appreciate any leads on how this mod is intended to work. Also,
> with this large hole in the top do you still need the fuel valve access
> panel?
> >
> >
> > Thanks
> > Graeme
> > <20160705_174300.jpg>
>
>
________________________________________________________________________________
| Subject: | Re: Do you recognise this cockpit mod |
Hi Graeme,
I don't like to be the bearer of bad news but that mod was not (and
never will be) approved in the UK. The centre tunnel is a critical
structural component and by removing such a huge area of the box
section, most of the strength will have been removed with it. If it is
your intention to build the airframe to flying condition, I would
suggest involving your inspector (one with proven composite skills) to
advise on reconstructing the tunnel.
The Europa has no longeron like structures forward of the seat moulding
and it is only the tunnel that prevents the fuselage snapping off in the
event of a high "G" arrival. Typically, the fracture initiates at the
sharp corner at the lower edge of the windscreen, propagates down the
fuselage sides and across the floor. I have attached a picture of such a
failure to help concentrate the mind (I have more!).
Nigel
On 07/07/2016 21:51, Graeme Hart wrote:
> Hi Alan
>
> It is a trigear and came as a trigear from the factory.
>
> It looks to me like the plan was to put a removable panel on the top.
>
> I have attached a better picture.
>
> On 7/07/2016 11:14 pm, "Alan Burrill" > wrote:
>
> >
>
> Tri-Gear or Monowheel?
>
> Alan
>
> GOBJT
> > On 7 Jul 2016, at 11:35, Graeme Hart > wrote:
> >
> > Hi All
> >
> > I have a kit that started out around 1999 and has been worked on
> by a number of builder since them.
> >
> > Does anyone recognise the mod that has been done to the
> cockpit. A lot of the top of the centre console has been cut out
> and reinforced around the edges.
> >
> > I'm hoping that this is a recognised mod and someone can point
> me at documentation on what was intended.
> >
> > A picture of part of the cutout section is below (sorry I don't
> have one of the entire cutout)
> >
> > I'd appreciate any leads on how this mod is intended to work.
> Also, with this large hole in the top do you still need the fuel
> valve access panel?
> >
> >
> > Thanks
> > Graeme
> > <20160705_174300.jpg>
>
>
________________________________________________________________________________
| From: | Graeme Hart <graeme.hart(at)onecoolkat.com> |
| Subject: | Re: Do you recognise this cockpit mod |
Thanks Nigel
While that is bad news it is also good news in that I'm only starting the
build so it shouldn't be too hard to fix compared with attempting to fix
when ready to fly.
I am in New Zealand and with our smaller population it is a little harder
to find people with the experience your inspectors have. We also have a
much simpler inspection regime.
I'll contact the Europa factory and get their advice on how to reinstate
the structure. Hopefully it will just be a matter of reinstating the
missing structure with a flat panel with an appropriate number of plys and
a suitable overlap/bonding to the edges.
On Fri, Jul 8, 2016 at 10:48 AM, nigel_graham@m-tecque.co.uk <
nigel_graham@m-tecque.co.uk> wrote:
> Hi Graeme,
>
> I don't like to be the bearer of bad news but that mod was not (and never
> will be) approved in the UK. The centre tunnel is a critical structural
> component and by removing such a huge area of the box section, most of the
> strength will have been removed with it. If it is your intention to build
> the airframe to flying condition, I would suggest involving your inspector
> (one with proven composite skills) to advise on reconstructing the tunnel.
>
> The Europa has no longeron like structures forward of the seat moulding
> and it is only the tunnel that prevents the fuselage snapping off in the
> event of a high "G" arrival. Typically, the fracture initiates at the sharp
> corner at the lower edge of the windscreen, propagates down the fuselage
> sides and across the floor. I have attached a picture of such a failure to
> help concentrate the mind (I have more!).
>
> Nigel
>
>
> On 07/07/2016 21:51, Graeme Hart wrote:
>
> Hi Alan
>
> It is a trigear and came as a trigear from the factory.
>
> It looks to me like the plan was to put a removable panel on the top.
>
> I have attached a better picture.
> On 7/07/2016 11:14 pm, "Alan Burrill" wrote:
>
>>
>> Tri-Gear or Monowheel?
>>
>> Alan
>>
>> GOBJT
>> > On 7 Jul 2016, at 11:35, Graeme Hart
>> wrote:
>> >
>> > Hi All
>> >
>> > I have a kit that started out around 1999 and has been worked on by a
>> number of builder since them.
>> >
>> > Does anyone recognise the mod that has been done to the cockpit. A lot
>> of the top of the centre console has been cut out and reinforced around the
>> edges.
>> >
>> > I'm hoping that this is a recognised mod and someone can point me at
>> documentation on what was intended.
>> >
>> > A picture of part of the cutout section is below (sorry I don't have
>> one of the entire cutout)
>> >
>> > I'd appreciate any leads on how this mod is intended to work. Also,
>> with this large hole in the top do you still need the fuel valve access
>> panel?
>> >
>> >
>> > Thanks
>> > Graeme
>> > <20160705_174300.jpg>
>>
>>
>
>
________________________________________________________________________________
| From: | Steven Pitt <stevenwpitt(at)me.com> |
| Subject: | Re: Rigging Aids |
I would be interested to see the rest of the rigging aid if you can get some
more photos.
Thanks
Steve Pitt
Sent from my iPad
Sent from my iPad
> On 7 Jul 2016, at 16:10, Roger Sheridan wrote:
>
> Hi Glenn,
>
> I presently operate from a storage container and am able to rig & de-rig s
ingle handed.
>
> Fuselage rests on a dolly copied from that designed by Roger Targett & use
d by David Joyce.
>
> Wings dollies were built by Roger Huttlestone & cleverly pivot through 90 d
egrees. Roger told me last year that he has the moulds but would need a patt
ern part to produce the frame again.
>
> I would be in a second set of wing dollies if there were sufficient intere
st.
>
> Photos attached.
>
> Cheers,
>
> Roger
> 07540 851867
>
>
>
>
>
>
>
>
>
>>> On 7 Jul 2016, at 11:25, Glenn Perry wrote:
>>>
>>
>> On a different subject, I remember someone mentioning that they rig and d
e-rig their Monowheel by themselves. Could you shed some light on what sort o
f equipment you use to do this solo?
>>
>> Regards,
>>
>> Glenn Perry (G-DLCB)
>
________________________________________________________________________________
| From: | Rowland Carson <rowlandcarson(at)gmail.com> |
On 2016-07-07, at 10:25, Glenn Perry wrote:
> I remember someone mentioning that they rig and de-rig their Monowheel by themselves.
Could you shed some light on what sort of equipment you use to do this
solo?
I bought Roger Huttlestones rigging kit along with the enclosed trailer. If Roger
wants patterns to work from, to create more wing dollies, I can loan mine if
I can figure out a way to safely support the wings without the dollies.
If youre able to get to the Gloucestershire area, youre welcome to have a look
at my set-up.
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
________________________________________________________________________________
| From: | "Brian Davies" <brian.davies(at)clara.co.uk> |
Just a note of caution,
The Huttlestone wing dolly geometry for the Trigear is different to the Monowheel.
I had a set of Mono dollies made and have used them on my Trigear. They
are OK for a two person rig but hold the wing at the wrong angle for a single
person rig. ( obvious when you think about it) . Also I think the original
fibre glass wing profiles were made for the classic wing and are not perfect for
the XS wing. Not a real problem but worth noting when talking to Roger about
producing more.
Regards
Brian Davies
-----Original Message-----
From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Rowland Carson
Sent: 08 July 2016 09:35
Subject: one-person rigging [was: Re: Europa-List: Apholstery]
-->
On 2016-07-07, at 10:25, Glenn Perry wrote:
> I remember someone mentioning that they rig and de-rig their Monowheel by themselves.
Could you shed some light on what sort of equipment you use to do this
solo?
I bought Roger Huttlestones rigging kit along with the enclosed trailer. If Roger
wants patterns to work from, to create more wing dollies, I can loan mine if
I can figure out a way to safely support the wings without the dollies.
If youre able to get to the Gloucestershire area, youre welcome to have a look
at my set-up.
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
________________________________________________________________________________
| Subject: | Re: Fwd: Do you recognise this cockpit mod |
| From: | "tonyvaccarella" <tony(at)weimagine.com.au> |
Hi Graeme,
Its not often I can contribute tot his forum but I might be able to help in this
case. I too purchased a project (from the USA) that has a similar cut out.
It is a conventional tailwheel format (without the monowheel). My understanding
is that the reason for the cut-out is for comfort and ability to have some of
the controls (throttle, brakes, and fuel selector) more accessible.
Please see the images attached that will help to explain this.
My aircraft is a long way from finished but I will need to re-enforce the cutout
as it was mentioned to me that the cockpit module is an integral and structural
part of the aircraft.
I hope this helps.
Best regards
Tony
Sydney
Australia
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457900#457900
Attachments:
http://forums.matronics.com//files/centreconsol2_343.gif
http://forums.matronics.com//files/photo_1_1_703.jpg
________________________________________________________________________________
| Subject: | Curing of Flying Surfaces |
| From: | "tonyvaccarella" <tony(at)weimagine.com.au> |
Hello all,
I'm the owner of a conventional tailwheel aircraft I purchased from the USA. This
project was started in 1999 and still being built :-)
Not that Im near the finished stage yet but while reading the Builders Manual about
finishing the aircraft it states
" The first thing that you need to do with your flying surfaces is port cure them
at a temperature between 40-50 deg C. This will improve their strength and
cook off any remaining volatiles and moisture withing the epoxy system. "
Just wondering how builders have managed to do this. What equipment that have used
and how they have controlled the temperature. What is our opinion about doing
this on "old" wings that were completed in about year 2000.
I look forward to your comments
Regards,
Tony Vaccarella
Sydney
Australia
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457901#457901
________________________________________________________________________________
| From: | "Steven Pitt" <steven.pitt2(at)ntlworld.com> |
| Subject: | Re: Fwd: Do you recognise this cockpit mod |
Graeme and Tony,
Forgive my intervention in case you have already gone down this path.
There is already an approved mod for the centre tunnel as follows
http://www.theeuropaclub.org/for-builders/europa-mods-sbs/laa-all-of-type/
and look for mod 10601.
Whilst this does not look the same as your cutouts, it may give you some
hints as to what can be done, how it needs to be restrengthened and the fact
that it passed the LAA Approval process. AFAIK there was only one aircraft
modified in this way (G-IANI) but hopefully it will help you to decide what
to do.
Two other reflections on Graeme's photo.
I notice that you do not have the bulkhead installed behind the nosewheel
frame. This was omitted from some early manuals and it is worth doing.
Secondly, I wonder if this mod was done so as not to have to get in under
the aircraft for maintenance. I have a trigear and used the space previously
allocated to the mono wheel to get to fuel pumps, pipework etc and this does
not weaken the centre tunnel structure.
Come back if you need more info.
Regards
Steve Pitt
Chairman, Europa Club
G-SMDH Europa Trigear xs 912s
----- Original Message -----
From: "tonyvaccarella" <tony(at)weimagine.com.au>
Sent: Friday, July 08, 2016 10:55 AM
Subject: Europa-List: Re: Fwd: Do you recognise this cockpit mod
>
>
> Hi Graeme,
>
> Its not often I can contribute tot his forum but I might be able to help
> in this case. I too purchased a project (from the USA) that has a similar
> cut out.
>
> It is a conventional tailwheel format (without the monowheel). My
> understanding is that the reason for the cut-out is for comfort and
> ability to have some of the controls (throttle, brakes, and fuel selector)
> more accessible.
>
> Please see the images attached that will help to explain this.
>
> My aircraft is a long way from finished but I will need to re-enforce the
> cutout as it was mentioned to me that the cockpit module is an integral
> and structural part of the aircraft.
>
> I hope this helps.
>
> Best regards
> Tony
> Sydney
> Australia
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457900#457900
>
>
> Attachments:
>
> http://forums.matronics.com//files/centreconsol2_343.gif
> http://forums.matronics.com//files/photo_1_1_703.jpg
>
>
>
________________________________________________________________________________
| Subject: | Re: Fwd: Do you recognise this cockpit mod |
| From: | "tonyvaccarella" <tony(at)weimagine.com.au> |
Hi Steven,
Thank you for making me aware of this mod. I will work with the recommendations
made in the modification and feel much happier that its approved.
FYI - the mod is listed at 10601 as you mention in your post but the document states
mod 11601 on the top right of the document. You might want to correct this.
Best regards
Tony Vaccarella
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457903#457903
________________________________________________________________________________
| From: | Graeme Hart <graeme.hart(at)onecoolkat.com> |
| Subject: | Re: Fwd: Do you recognise this cockpit mod |
Thanks Tony, your picture looks very similar to mine. Mine was a US
project too although I purchased it in NZ from the guy who imported it from
US.
Thanks Steve, I didn't think of looking at LAA mods. Mod 10601 looks very
promising and I gain the benefit of some storage space. I could even
install a couple of cupholders here :)
I've looked at the latest online build manual on the Europa site (chapter
11 of the build manual) and I note that it says that the bulkhead is for
monowheel only.
Can you tell us the advantage of installing the bulkhead for trigear
aircraft.
I have also emailed Europa directly asking for their advice.
Thanks
Graeme
On Fri, Jul 8, 2016 at 10:20 PM, Steven Pitt
wrote:
> steven.pitt2(at)ntlworld.com>
>
> Graeme and Tony,
> Forgive my intervention in case you have already gone down this path.
> There is already an approved mod for the centre tunnel as follows
> http://www.theeuropaclub.org/for-builders/europa-mods-sbs/laa-all-of-type/
> and look for mod 10601.
> Whilst this does not look the same as your cutouts, it may give you some
> hints as to what can be done, how it needs to be restrengthened and the
> fact that it passed the LAA Approval process. AFAIK there was only one
> aircraft modified in this way (G-IANI) but hopefully it will help you to
> decide what to do.
>
> Two other reflections on Graeme's photo.
> I notice that you do not have the bulkhead installed behind the nosewheel
> frame. This was omitted from some early manuals and it is worth doing.
> Secondly, I wonder if this mod was done so as not to have to get in under
> the aircraft for maintenance. I have a trigear and used the space
> previously allocated to the mono wheel to get to fuel pumps, pipework etc
> and this does not weaken the centre tunnel structure.
> Come back if you need more info.
> Regards
> Steve Pitt
> Chairman, Europa Club
> G-SMDH Europa Trigear xs 912s
> ----- Original Message ----- From: "tonyvaccarella" <tony(at)weimagine.com.au
> >
> To:
> Sent: Friday, July 08, 2016 10:55 AM
> Subject: Europa-List: Re: Fwd: Do you recognise this cockpit mod
>
>
>> >
>>
>> Hi Graeme,
>>
>> Its not often I can contribute tot his forum but I might be able to help
>> in this case. I too purchased a project (from the USA) that has a similar
>> cut out.
>>
>> It is a conventional tailwheel format (without the monowheel). My
>> understanding is that the reason for the cut-out is for comfort and ability
>> to have some of the controls (throttle, brakes, and fuel selector) more
>> accessible.
>>
>> Please see the images attached that will help to explain this.
>>
>> My aircraft is a long way from finished but I will need to re-enforce the
>> cutout as it was mentioned to me that the cockpit module is an integral and
>> structural part of the aircraft.
>>
>> I hope this helps.
>>
>> Best regards
>> Tony
>> Sydney
>> Australia
>>
>> --------
>> Tony Vaccarella
>> Mascot NSW 2020
>> Sydney Australia
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=457900#457900
>>
>>
>>
>>
>> Attachments:
>>
>> http://forums.matronics.com//files/centreconsol2_343.gif
>> http://forums.matronics.com//files/photo_1_1_703.jpg
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | It take a long time and it costs too much |
hear hear
(Comment from the Europa club site)
William Daniell
LONGPORT
+57 310 295 0744
________________________________________________________________________________
| From: | "ami-mcfadyean(at)talktalk.net" <ami-mcfadyean(at)talktalk.net> |
| Subject: | Re: 4 Pin Soft Start Module |
There's also a homebrew version at:
http://www.rotaryforum.com/forum/showthread.php?t=22743
Probably not LAA approved!
Duncan McF.
----Original Message----
From: riddon(at)sent.com
Date: 07/07/2016 08:34
Subj: Re: Europa-List: 4 Pin Soft Start Module
I believe that the soft start module was made by Smart Avionics / Mark Burton.
You could try contacting him. Google Smart Avionics for contact details.
Richard Iddon.
G-RIXS
smart avionicsOn 7 Jul 2016, at 00:12, BobD wrote:
>
>
>
> I have tried several sources (Conair, Skydrive, SAS, CFSAero) for a 4 pin Soft
Start Module for my Rotax 912ULS, without success. I have been informed that
they are no longer manufactured, and that I will need to change the whole SMD
Electronic Module at approx 1200GBP to achieve the fix.
>
> Does anyone know of any other sources that may have a new or used module ?
>
> --------
> Bob Dawson
> XS TG || 912 ULS || G-NHRJ
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457818#457818
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Curing of Flying Surfaces |
Tony
I was originally daunted by this but it's actually easy. I bought some
1mx1m expanded polystyrene and built box/oven 1 x 1 x 2. this was enough
for my foam flying surfaces flaps, horizontal stab, ailerons.
I used ordinary fan heaters inside the oven and removed the standard
thermostat and replaced it with a thermostat from Aircraft spruce
calibrated to 40C i think.
I but a baffle in front of the of the fan to ensure that there was no local
concentration of heat.
I used a couple of meat thermomenters punched through the polystyrene to
monitor the temperature.
Once i worked it out it was a couple of hours to do the job.
Will
William Daniell
LONGPORT
+57 310 295 0744
On Fri, Jul 8, 2016 at 5:08 AM, tonyvaccarella
wrote:
> >
>
> Hello all,
>
> I'm the owner of a conventional tailwheel aircraft I purchased from the
> USA. This project was started in 1999 and still being built :-)
>
> Not that Im near the finished stage yet but while reading the Builders
> Manual about finishing the aircraft it states
>
> " The first thing that you need to do with your flying surfaces is port
> cure them at a temperature between 40-50 deg C. This will improve their
> strength and cook off any remaining volatiles and moisture withing the
> epoxy system. "
>
> Just wondering how builders have managed to do this. What equipment that
> have used and how they have controlled the temperature. What is our opinion
> about doing this on "old" wings that were completed in about year 2000.
>
> I look forward to your comments
>
> Regards,
> Tony Vaccarella
> Sydney
> Australia
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457901#457901
>
>
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | Pete Lawless <pete(at)lawless.info> |
Hi Tony
I used the exact same method as William. We happened to have a couple
of domestic extractor fans left over from a job and I added those in the
oven to make sure the air got well swirled about and there were no local
hot spots.
Regards
Pete
G-RMAC Classic #109
On 08/07/16 14:33, William Daniell wrote:
> Tony
>
> I was originally daunted by this but it's actually easy. I bought
> some 1mx1m expanded polystyrene and built box/oven 1 x 1 x 2. this
> was enough for my foam flying surfaces flaps, horizontal stab, ailerons.
>
> I used ordinary fan heaters inside the oven and removed the standard
> thermostat and replaced it with a thermostat from Aircraft spruce
> calibrated to 40C i think.
>
> I but a baffle in front of the of the fan to ensure that there was no
> local concentration of heat.
>
> I used a couple of meat thermomenters punched through the polystyrene
> to monitor the temperature.
>
> Once i worked it out it was a couple of hours to do the job.
>
> Will
>
>
> William Daniell
> LONGPORT
> +57 310 295 0744
>
> On Fri, Jul 8, 2016 at 5:08 AM, tonyvaccarella > wrote:
>
> >
>
> Hello all,
>
> I'm the owner of a conventional tailwheel aircraft I purchased
> from the USA. This project was started in 1999 and still being
> built :-)
>
> Not that Im near the finished stage yet but while reading the
> Builders Manual about finishing the aircraft it states
>
> " The first thing that you need to do with your flying surfaces is
> port cure them at a temperature between 40-50 deg C. This will
> improve their strength and cook off any remaining volatiles and
> moisture withing the epoxy system. "
>
> Just wondering how builders have managed to do this. What
> equipment that have used and how they have controlled the
> temperature. What is our opinion about doing this on "old" wings
> that were completed in about year 2000.
>
> I look forward to your comments
>
> Regards,
> Tony Vaccarella
> Sydney
> Australia
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457901#457901
>
>
> ==========
> pa-List" rel="noreferrer"
> target="_blank">http://www.matronics.com/Navigator?Europa-List
> ==========
> FORUMS -
> eferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer" target="_blank">http://www.matronics.com/contribution
> ==========
>
>
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | "tonyvaccarella" <tony(at)weimagine.com.au> |
Thanks for the reply.
My problem is (my challenge is) that I have the old classic wing and need to put
the entire wing in the hot box. Despite the size, do you consider the principle
the same?
Many thanks once again.
Regards,
Tony
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457918#457918
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Curing of Flying Surfaces |
When I ask the question a while back some guys who lived in hot countries
mentioned that they had built a tent out of black plastic if that helps
William Daniell
LONGPORT
+57 310 295 0744
On Fri, Jul 8, 2016 at 9:45 AM, tonyvaccarella
wrote:
> >
>
> Thanks for the reply.
>
> My problem is (my challenge is) that I have the old classic wing and need
> to put the entire wing in the hot box. Despite the size, do you consider
> the principle the same?
>
> Many thanks once again.
>
> Regards,
> Tony
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457918#457918
>
>
________________________________________________________________________________
| From: | "Bob Harrison" <ptag.dev(at)talktalk.net> |
| Subject: | Curing of Flying Surfaces |
Hi! Will and Tony,
Concerning curing of the Europa.
I notice that it is being suggested that a cure time of possibly two
hours was likely.
May I respectfully advise that if you have an aircraft that is glass
fibre reinforced with resins laid over polystyrene you need to very
slowly increase the heat soak or you will have the polystyrene expand
faster than the glass and burst through the construction making you a
very unhappy bunny ! Likewise the cooling down cycle needs similar
treatment.
Regards
Bob Harrison G-PTAG .
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of William
Daniell
Sent: 08 July 2016 14:34
Subject: Re: Europa-List: Curing of Flying Surfaces
Tony
I was originally daunted by this but it's actually easy. I bought some
1mx1m expanded polystyrene and built box/oven 1 x 1 x 2. this was
enough for my foam flying surfaces flaps, horizontal stab, ailerons.
I used ordinary fan heaters inside the oven and removed the standard
thermostat and replaced it with a thermostat from Aircraft spruce
calibrated to 40C i think.
I but a baffle in front of the of the fan to ensure that there was no
local concentration of heat.
I used a couple of meat thermomenters punched through the polystyrene to
monitor the temperature.
Once i worked it out it was a couple of hours to do the job.
Will
William Daniell
LONGPORT
+57 310 295 0744
On Fri, Jul 8, 2016 at 5:08 AM, tonyvaccarella
wrote:
Hello all,
I'm the owner of a conventional tailwheel aircraft I purchased from the
USA. This project was started in 1999 and still being built :-)
Not that Im near the finished stage yet but while reading the Builders
Manual about finishing the aircraft it states
" The first thing that you need to do with your flying surfaces is port
cure them at a temperature between 40-50 deg C. This will improve their
strength and cook off any remaining volatiles and moisture withing the
epoxy system. "
Just wondering how builders have managed to do this. What equipment that
have used and how they have controlled the temperature. What is our
opinion about doing this on "old" wings that were completed in about
year 2000.
I look forward to your comments
Regards,
Tony Vaccarella
Sydney
Australia
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457901#457901
pa-List" rel="noreferrer"
target="_blank">http://www.matronics.com/Navigator?Europa-List
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
WIKI -
errer" target="_blank">http://wiki.matronics.com
b Site -
-Matt Dralle, List Admin.
rel="noreferrer"
target="_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | "tonyvaccarella" <tony(at)weimagine.com.au> |
Hi William,
That would certainly do it here in Sydney Australia. Thanks for the food for thought.
Regards,
Tony
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457926#457926
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | Pete Lawless <pete(at)lawless.info> |
Tony my hot box was big enough to take the complete classic wing. I did
three sessions, one for each wing and one for all the other bits.
Pete
PS Can't you just wait for the summer and turn the aircon off in the
workshop?
On 08/07/16 15:45, tonyvaccarella wrote:
>
> Thanks for the reply.
>
> My problem is (my challenge is) that I have the old classic wing and need to
put the entire wing in the hot box. Despite the size, do you consider the principle
the same?
>
> Many thanks once again.
>
> Regards,
> Tony
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457918#457918
>
>
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Curing of Flying Surfaces |
Bob
well i didn't know that and all went well so I guess I got lucky either
that or the ambient temp here is sufficient.
Tony you can find a pic of my oven in the photos on my website under phots
"the Oven"
https://sites.google.com/site/europaconstructionwd/
Will
William Daniell
LONGPORT
+57 310 295 0744
On Fri, Jul 8, 2016 at 10:45 AM, Bob Harrison wrote:
> Hi! Will and Tony,
>
> Concerning curing of the Europa.
>
> I notice that it is being suggested that a cure time of possibly two hours
> was likely.
>
> May I respectfully advise that if you have an aircraft that is glass fibre
> reinforced with resins laid over polystyrene you need to very slowly
> increase the heat soak or you will have the polystyrene expand faster than
> the glass and burst through the construction making you a very unhappy
> bunny ! Likewise the cooling down cycle needs similar treatment.
>
> Regards
>
> Bob Harrison G-PTAG .
>
>
> *From:* owner-europa-list-server(at)matronics.com [mailto:
> owner-europa-list-server(at)matronics.com] *On Behalf Of *William Daniell
> *Sent:* 08 July 2016 14:34
> *To:* europa-list(at)matronics.com
> *Subject:* Re: Europa-List: Curing of Flying Surfaces
>
>
> Tony
>
>
> I was originally daunted by this but it's actually easy. I bought some
> 1mx1m expanded polystyrene and built box/oven 1 x 1 x 2. this was enough
> for my foam flying surfaces flaps, horizontal stab, ailerons.
>
>
> I used ordinary fan heaters inside the oven and removed the standard
> thermostat and replaced it with a thermostat from Aircraft spruce
> calibrated to 40C i think.
>
>
> I but a baffle in front of the of the fan to ensure that there was no
> local concentration of heat.
>
>
> I used a couple of meat thermomenters punched through the polystyrene to
> monitor the temperature.
>
>
> Once i worked it out it was a couple of hours to do the job.
>
>
> Will
>
>
> William Daniell
>
> LONGPORT
>
> +57 310 295 0744
>
>
> On Fri, Jul 8, 2016 at 5:08 AM, tonyvaccarella
> wrote:
>
> >
>
> Hello all,
>
> I'm the owner of a conventional tailwheel aircraft I purchased from the
> USA. This project was started in 1999 and still being built :-)
>
> Not that Im near the finished stage yet but while reading the Builders
> Manual about finishing the aircraft it states
>
> " The first thing that you need to do with your flying surfaces is port
> cure them at a temperature between 40-50 deg C. This will improve their
> strength and cook off any remaining volatiles and moisture withing the
> epoxy system. "
>
> Just wondering how builders have managed to do this. What equipment that
> have used and how they have controlled the temperature. What is our opinion
> about doing this on "old" wings that were completed in about year 2000.
>
> I look forward to your comments
>
> Regards,
> Tony Vaccarella
> Sydney
> Australia
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457901#457901
>
>
> ==========
> pa-List" rel="noreferrer" target="_blank">
> http://www.matronics.com/Navigator?Europa-List
> ==========
> FORUMS -
> eferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer" target="_blank">http://www.matronics.com/contribution
> ==========
>
>
________________________________________________________________________________
| From: | "hanaperrod" <gilrod(at)tiscali.co.uk> |
After many years of blood sweat and tears!My Europa Tri Gear G-ILLZ took to the
air in the capable hands of Pete Jeffers at approx 16;30 BST.Today 7th July
Take off/landing looked great despite the asi and altimeter giving spurious readings.
I'm looking forward to the test flying completion and a Permit to fly in time for
the LAA Rally in this the 70th year.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457948#457948
________________________________________________________________________________
| Subject: | Re: First Flight |
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
Well Done, congrats
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457949#457949
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
Hi Tony. I did what Bob said and slowly increased the temperature kept it at 50
degrees for about 16 hours then turned off the heaters and left it covered up
for about another 10 hours. I too have classic wing and baked everything at once.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457951#457951
Attachments:
http://forums.matronics.com//files/imga0402_581.jpg
http://forums.matronics.com//files/12_187.jpg
________________________________________________________________________________
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
Hi Carl. Im here in the UK. I choose to go for an all Dynon fit as i like their
equipment. I have doubled up on everything and both 10" and 7" screens have separate
back up batteries, GPS receivers and ADAHR boxes plus as back up i have
the steam asi and alt meters.
Frank
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457952#457952
________________________________________________________________________________
| From: | Robert Borger <rlborger(at)mac.com> |
| Subject: | Re: First Flight |
Congratulations!
Best regards,
Robert Borger, President
Geowhiziks & Doodlebugging, Inc.
Certified Petroleum Geophysicist AAPG#101
3705 Lynchburg Dr.
Corinth, TX 76208-5331
(C) 817-992-1117
Sent from my iPad
> On Jul 8, 2016, at 15:50, hanaperrod wrote:
>
>
> After many years of blood sweat and tears!My Europa Tri Gear G-ILLZ took to the
air in the capable hands of Pete Jeffers at approx 16;30 BST.Today 7th July
> Take off/landing looked great despite the asi and altimeter giving spurious readings.
> I'm looking forward to the test flying completion and a Permit to fly in time
for the LAA Rally in this the 70th year.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=457948#457948
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
Wow Frank. That some serious equipment list. I hate to think what the bill came
to. [Shocked]
All the best.
Carl
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457973#457973
________________________________________________________________________________
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
It's true, it wasn't cheap but I'm only building once and when up and flying I
don't want to be retro fitting stuff I want to be enjoying blue sky's and not
the inside off my workshop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457974#457974
________________________________________________________________________________
| Subject: | Re: First Flight |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
Congratulations and enjoy the fruit of your labours.
Jonathan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457975#457975
________________________________________________________________________________
| From: | "Bob Harrison" <ptag.dev(at)tiscali.co.uk> |
Good to see another one in the fleet who ever you are?!
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of hanaperrod
Sent: 08 July 2016 21:50
Subject: Europa-List: First Flight
After many years of blood sweat and tears!My Europa Tri Gear G-ILLZ took to
the air in the capable hands of Pete Jeffers at approx 16;30 BST.Today 7th
July Take off/landing looked great despite the asi and altimeter giving
spurious readings.
I'm looking forward to the test flying completion and a Permit to fly in
time for the LAA Rally in this the 70th year.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457948#457948
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | "Richard Lamprey" <lamprey.richard(at)gmail.com> |
Hi Tony,
My Classic (no 168), which I built in Kenya, was the first complete kit (Stages
1,2,3,4) sold by Europe, and as such was airfreighted to Kenya in a long 18'
wooden box. For the curing, I reconstructed the box, covered the inner surfaces
with thin expanded foam, put in the wings (later fuselage), and left it out
in the Kenya sun for 5 days and nights. Temp outside daytime was 28 C, 18 C
night-time, inside the box during day up to 43 C. Cured fine. Best, Richard
Classic Kenya, monowheel, 912 ULS, reg 5Y-LRY, 650 hours
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=457979#457979
________________________________________________________________________________
| Subject: | Re: 4 Pin Soft Start Module |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
Many Thanks for the replies, I'll check them all out.
As someone else commented recently, its great to have such enthusiastic and helpful
contributors to call on in this forum :D
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458018#458018
________________________________________________________________________________
| Subject: | Re: Curing of Flying Surfaces |
| From: | Robert Borger <rlborger(at)mac.com> |
Tony,
Been away on a short vacation via my Europa. You need to finish to enjoy the flying!
Anyway, go to http://www.europaowners.org/main.php?g2_itemId=60876 to see what I did to cure my surfaces. I used two fairly small electric space heaters, one placed low on one end and one placed high on the other. I used an electronic thermometer with two inputs so I could monitor the heat in two locations to confirm proper thermal environment. Darn thing worked great.
Just another idea for you.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop (75 hrs).
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger(at)mac.com
On Jul 8, 2016, at 5:08 AM, tonyvaccarella wrote:
Hello all,
I'm the owner of a conventional tailwheel aircraft I purchased from the USA. This
project was started in 1999 and still being built :-)
Not that Im near the finished stage yet but while reading the Builders Manual about
finishing the aircraft it states
" The first thing that you need to do with your flying surfaces is port cure them
at a temperature between 40-50 deg C. This will improve their strength and
cook off any remaining volatiles and moisture withing the epoxy system. "
Just wondering how builders have managed to do this. What equipment that have used
and how they have controlled the temperature. What is our opinion about doing
this on "old" wings that were completed in about year 2000.
I look forward to your comments
Regards,
Tony Vaccarella
Sydney
Australia
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
________________________________________________________________________________
| Subject: | Re: REASON FOR IPAD AND IPHONE FAILURE IN FLIGHT |
| From: | "h&jeuropa" <butcher43(at)att.net> |
We recently upgraded from a early iPad 1 to an iPad Air (black version). We seldom
had any difficulty with the iPad 1 shutting down due to temperature. But
the new Air often would.
A friend suggested that we equip our new Air with a "moshi iVisor AG for iPad".
He suggested the white version saying it would make the iPad run cooler. We
tried the white moshi today, and it made a noticeable difference in how hot the
iPad feels and we didn't have it shut down at all.
We purchased our moshi from Amazon.
Jim & Heather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458050#458050
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
Dear All, Can I remind you that we have a planned fly in to East Kirkby
this Saturday, 16/7 with the possibility of seeing their Lancaster and
the Lincolnshire Aviation Heritage Centre museum. Will send a briefing
sheet to anyone emailing me to say interested
Regards, David Joyce, G-XSDJ
________________________________________________________________________________
| From: | Steven Pitt <stevenwpitt(at)me.com> |
Yes please
Sent from my iPhone
> On 11 Jul 2016, at 14:52, davidjoyce(at)doctors.org.uk wrote:
>
> Dear All, Can I remind you that we have a planned fly in to East Kirkby th
is Saturday, 16/7 with the possibility of seeing their Lancaster and the Li
ncolnshire Aviation Heritage Centre museum. Will send a briefing sheet to an
yone emailing me to say interested
>
> Regards, David Joyce, G-XSDJ
>
>
>
>
________________________________________________________________________________
| From: | Richard Wheelwright <rpwheelwright(at)yahoo.co.uk> |
Regards
Richard Wheelwright
> On 11 Jul 2016, at 14:52, davidjoyce(at)doctors.org.uk wrote:
>
> Dear All, Can I remind you that we have a planned fly in to East Kirkby th
is Saturday, 16/7 with the possibility of seeing their Lancaster and the Li
ncolnshire Aviation Heritage Centre museum. Will send a briefing sheet to an
yone emailing me to say interested
>
> Regards, David Joyce, G-XSDJ
>
>
>
>
==========================
==========================
========================= _
==========================
==========================
==========================
==========================
==========================
==============
________________________________________________________________________________
| From: | James Kelly <europajimkelly(at)gmail.com> |
Thanks David, apologise I'll be in the Scillies for this one. Have you
considered the Guernsey Air Rally for next year, we had a great time.
Best wishes & fair winds
Jim kelly
On Mon, Jul 11, 2016 at 2:52 PM, wrote:
> Dear All, Can I remind you that we have a planned fly in to East Kirkby
> this Saturday, 16/7 with the possibility of seeing their Lancaster and the
> Lincolnshire Aviation Heritage Centre museum. Will send a briefing sheet to
> anyone emailing me to say interested
>
> Regards, David Joyce, G-XSDJ
>
>
________________________________________________________________________________
| From: | "Mo" <alamo666(at)gmail.com> |
| Subject: | FW: Justin in Jersey |
From: Mo [mailto:alamo666(at)gmail.com]
Sent: 11 July 2016 17:19
Subject: Justin in Jersey
Sent from a friends email
Is any body there.
I was returning from a round Europe holiday with my wife in our Europa
Classic Mono. We have been to from Scotland to Texel in Holland, Belgium,
Saumur in the Loire Valley in France. We were returning via a friend in
Jersey and I ground looped on the main runway in Jersey.
Ouch! embarrassed or what!
I was wondering if a builder or someone has a pair of broad blade warp drive
blades for an Airmaster A332 sitting waiting for an aircraft to be built. I
would replace them with brand new ones from Airmaster but I gather that
could take a month or even two. So it would be a builder who is not going to
need them for a month or two. I know it is a thin chance but my poor
Monowheel is stuck in Jersey. There was no dead stop, the engine was idling,
I even taxied off the runway but the last centimetre of prop is slightly
damaged. Alternatively the loan of a fixed pitch prop that has been on a
Europa would certainly get me onto the mainland. The ferry cost for a 46ft
rig from Poole to Jersey is fairly eye watering.
I have sent my wife home by Easyjet which is a bit of an admission of defeat
but I think she is quite relieved.
Can anybody assist?
Justin Kennedy
G-ZTED Europa Mono Rotax 912 Airmaster A332 with Warp drive broad blades
Mobile 07798661985
________________________________________________________________________________
| From: | david park <dpark748(at)icloud.com> |
On holiday 12th for one week.
Next time!
Dave Park
> On 11 Jul 2016, at 14:52, davidjoyce(at)doctors.org.uk wrote:
>
> Dear All, Can I remind you that we have a planned fly in to East Kirkby th
is Saturday, 16/7 with the possibility of seeing their Lancaster and the Li
ncolnshire Aviation Heritage Centre museum. Will send a briefing sheet to an
yone emailing me to say interested
>
> Regards, David Joyce, G-XSDJ
>
>
>
>
________________________________________________________________________________
| Subject: | Re: REASON FOR IPAD AND IPHONE FAILURE IN FLIGHT |
| From: | "rampil" <ira.rampil(at)gmail.com> |
I suspect anything that changes the device color from black to anything else
will reduce the rate at which an electronics (forgive me) black box will overheat.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458074#458074
________________________________________________________________________________
| Subject: | Re: REASON FOR IPAD AND IPHONE FAILURE IN FLIGHT |
| From: | "rampil" <ira.rampil(at)gmail.com> |
I suspect anything that changes the device color from black to anything else
will reduce the rate at which an electronics (forgive me) black box will overheat.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458075#458075
________________________________________________________________________________
| From: | GRAHAM SINGLETON <grahamsingleton(at)btinternet.com> |
| Subject: | Re: FW: Justin in Jersey |
Depending on the amount of damage, is it feasible to trim the other two bla
des to balance the prop?
What about a fixed pitch prop?
Which engine is it, 912, 2S or 914?Graham
On Monday, 11 July 2016, 17:56, Mo wrote:
>
> Hello Fred,
>
> If the mylar is conductive, then it likely will change the
> transmission qualities of your antenna. How much depends on the amount of
coverage.
Greg.thanks for your reply.Mr. Google confirms that the mirror finish is
metallic.ditto for mirrored vinyl tapes.hmmmmm.
I'm bummed.was looking forward to playing w/ the aesthetics of metallic
striping on our FG airfares.
F.
________________________________________________________________________________
| From: | "Greg Fuchs " <gregoryf.flyboy(at)comcast.net> |
| Subject: | mylar decorative trim |
Fred,
If non-conductive metallic-looking Mylar or vinyl is not available, you
could just try it. Just like there is metal in your airplane not far from
the antenna, you could probably get away with small accent strips as well.
Best if they are smaller and broken up, and not one long continuous piece.
Besides, they could always be removed, right? :)
G
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fred Klein
Sent: Sunday, July 17, 2016 12:23 PM
Subject: Re: Europa-List: mylar decorative trim
>
> -->
>
> Hello Fred,
>
> If the mylar is conductive, then it likely will change the
> transmission qualities of your antenna. How much depends on the amount of
coverage.
Greg.thanks for your reply.Mr. Google confirms that the mirror finish is
metallic.ditto for mirrored vinyl tapes.hmmmmm.
I'm bummed.was looking forward to playing w/ the aesthetics of metallic
striping on our FG airfares.
F.
________________________________________________________________________________
| Subject: | Re: Torque Tube enhancement after 400 hours |
| From: | "Roland" <schmidtroland(at)web.de> |
I'm very glad to hear, that Ian is still recovering after the stroke. His advice,
help and hospitality was much appreciated, when I bought my Europa in the UK
back in 2011.
I'm looking forward to meeting him and Irene on one of the next Europa gatherings
in the UK!
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458303#458303
________________________________________________________________________________
| From: | Fred Klein <fklein(at)orcasonline.com> |
| Subject: | Re: mylar decorative trim |
> On Jul 17, 2016, at 2:04 PM, Greg Fuchs
wrote:
>
> If non-conductive metallic-looking Mylar or vinyl is not available,
you
> could just try it. Just like there is metal in your airplane not far
from
> the antenna, you could probably get away with small accent strips as
well.
> Best if they are smaller and broken up, and not one long continuous
piece.
> Besides, they could always be removed, right? :)
Gregsince we=99re doing =9Cexperimental aviation
=9D I can certainly do just that in this regard.
I was looking at short strips along the sides of the rudder at right
angles to the vertical antennaand(of course) some
longer strips along the sides of the fuselageI=99ll be
checking out the COM before and after and share results
F.
________________________________________________________________________________
| From: | "Bud Yerly" <budyerly(at)msn.com> |
| Subject: | Are you ready to takeoff for Oshkosh. |
In the rush to get your bird ready, don=99t cut corners, have a
safe flight or drive and bring your shopping list.
See you all on or about Sunday afternoon.
I was looking at the weather and did my flight planning. I=99m
ready to go... Well sort of. I went for a confidence flight today
(which didn=99t raise my confidence) in preparation for leaving on
Thursday to visit my Mom on the way up. Over the last three months 12AY
has been flying great. In preparation for the Thursday departure I
changed the oil, and put in a new battery yesterday, however, my
confidence flight went poorly today as 12AY wouldn=99t start at
all (starter now removed as it is spinning at only 250 rpm on crank,
unless charged to 13 volts, and on disassembly one nut was found
stripped and the armature was coated with baked on grease due to a worn
front seal (only 400 hours). I had a poor mag check (350 drop initially
and 300 after running it up) so I pulled the right carb to get to the
starter anyway, and found a leaking right carb bowl, I hope I have the
=9CO=9D ring. I could smell gas in the cockpit and noted I
developed a small fuel leak at the vent hose fitting (I tightened the
clamp and it seemed to work). The climb and cruise checks to 10,000
went well but the fuel low light came on at 17 gallons (I hope all I
need to do is reset parameters on my fuel totalizer). Worse yet my wife
says I have to buy some new clothes with her tomorrow evening. So it
will be a long, long, day tomorrow, but I am really looking forward to
seeing you all. If the plane cannot be repaired and operate at 100% by
tomorrow on its confidence flight, I=99ll drive up in the car.
I=99m heeding my own advice to be safe and not cut corners.
See you all there!
Bud Yerly
________________________________________________________________________________
| From: | elsbeth moreland <elsbland160(at)gmail.com> |
| Subject: | Re: Are you ready to takeoff for Oshkosh. |
Hey Bud ,
I hope you are able to fly your bird there ,and I do hope to see you and
meet some other owners of the Europas in
Oshkosh.
Bill
On Tue, Jul 19, 2016 at 11:06 PM, Bud Yerly wrote:
> In the rush to get your bird ready, don=99t cut corners, have a sa
fe flight
> or drive and bring your shopping list.
> See you all on or about Sunday afternoon.
>
> I was looking at the weather and did my flight planning. I=99m rea
dy to
> go... Well sort of. I went for a confidence flight today (which didn
=99t
> raise my confidence) in preparation for leaving on Thursday to visit my M
om
> on the way up. Over the last three months 12AY has been flying great. I
n
> preparation for the Thursday departure I changed the oil, and put in a ne
w
> battery yesterday, however, my confidence flight went poorly today as 12A
Y
> wouldn=99t start at all (starter now removed as it is spinning at o
nly 250
> rpm on crank, unless charged to 13 volts, and on disassembly one nut was
> found stripped and the armature was coated with baked on grease due to a
> worn front seal (only 400 hours). I had a poor mag check (350 drop
> initially and 300 after running it up) so I pulled the right carb to get
to
> the starter anyway, and found a leaking right carb bowl, I hope I have th
e
> =9CO=9D ring. I could smell gas in the cockpit and noted I de
veloped a small
> fuel leak at the vent hose fitting (I tightened the clamp and it seemed t
o
> work). The climb and cruise checks to 10,000 went well but the fuel low
> light came on at 17 gallons (I hope all I need to do is reset parameters
on
> my fuel totalizer). Worse yet my wife says I have to buy some new clothe
s
> with her tomorrow evening. So it will be a long, long, day tomorrow, but
I
> am really looking forward to seeing you all. If the plane cannot be
> repaired and operate at 100% by tomorrow on its confidence flight, I
=99ll
> drive up in the car.
>
> I=99m heeding my own advice to be safe and not cut corners.
>
> See you all there!
>
> Bud Yerly
>
________________________________________________________________________________
| From: | "Jeff(at)rmmm.net" <jeff(at)rmmm.net> |
| Subject: | Re: Are you ready to takeoff for Oshkosh. |
Hey Bud,
I wish you safe travels. So you know I putting a bigger push on selling my E
uropa. So give my number to anyone you see up there that might be interested
.
Again travel safe!!
Jeff Roberts
Eagleville Marketing
Jeff(at)eaglevillemarketing.com
Jeff(at)rmmm.net
615-355-7575 Office
615-406-8651 Cell
> On Jul 19, 2016, at 11:06 PM, Bud Yerly wrote:
>
> In the rush to get your bird ready, don=99t cut corners, have a saf
e flight or drive and bring your shopping list.
> See you all on or about Sunday afternoon.
>
> I was looking at the weather and did my flight planning. I=99m read
y to go... Well sort of. I went for a confidence flight today (which didn
=99t raise my confidence) in preparation for leaving on Thursday to visit
my Mom on the way up. Over the last three months 12AY has been flying grea
t. In preparation for the Thursday departure I changed the oil, and put in
a new battery yesterday, however, my confidence flight went poorly today as
12AY wouldn=99t start at all (starter now removed as it is spinning a
t only 250 rpm on crank, unless charged to 13 volts, and on disassembly one n
ut was found stripped and the armature was coated with baked on grease due t
o a worn front seal (only 400 hours). I had a poor mag check (350 drop init
ially and 300 after running it up) so I pulled the right carb to get to the
starter anyway, and found a leaking right carb bowl, I hope I have the
=9CO=9D ring. I could smell gas in the cockpit and noted I developed a
small fuel leak at the vent hose fitting (I tightened the clamp and it seem
ed to work). The climb and cruise checks to 10,000 went well but the fuel l
ow light came on at 17 gallons (I hope all I need to do is reset parameters o
n my fuel totalizer). Worse yet my wife says I have to buy some new clothes
with her tomorrow evening. So it will be a long, long, day tomorrow, but I
am really looking forward to seeing you all. If the plane cannot be repair
ed and operate at 100% by tomorrow on its confidence flight, I=99ll dr
ive up in the car.
>
> I=99m heeding my own advice to be safe and not cut corners.
>
> See you all there!
>
> Bud Yerly
________________________________________________________________________________
| From: | roddyeuropa(at)aol.com |
| Subject: | flying one wing down |
Hi
Since I had my europa repaired it has a tendency to fly one wing down. I suspect
this may be due to one wing having been repaired by a professional sailplane
repairer (Roger Targett) and this wing being more efficient at generating lift
than the 15 year old, not quite so pristine, other wing.
Questions for the group -
1) is there any way I can rig the ailerons to correct this? I suspect that if I
adjust the aileron on the wing that drops the ailerons will just centralise slightly
down. maybe a small trim tab?
2) Do others find that their europas will slowly drop a wing if flown hands off?
In practice, its not a problem as I have a wing leveler installed, but I would
like to correct the problem if I can at source.
Regards
Roddy Kesterton
G-IKRK
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: flying one wing down |
Roddy, You can trim it to whatever sort of balance you like by adding a
strip of triangular section wood under the trailing edge of the aileron
of the wing you want to push down. Cross section roughly 2cm fore & aft,
5 or 6mm at thick trailing edge. Stick say 15" on temporarily and then
shorten to achieve desired effect before sticking/ painting permanently.
Regards, David Joyce, GXSDJ
On 2016-07-20 08:23, roddyeuropa(at)aol.com wrote:
> Hi
>
> Since I had my europa repaired it has a tendency to fly one wing down. I suspect
this may be due to one wing having been repaired by a professional sailplane
repairer (Roger Targett) and this wing being more efficient at generating lift
than the 15 year old, not quite so pristine, other wing.
> Questions for the group -
> 1) is there any way I can rig the ailerons to correct this? I suspect that if
I adjust the aileron on the wing that drops the ailerons will just centralise
slightly down. maybe a small trim tab?
> 2) Do others find that their europas will slowly drop a wing if flown hands off?
In practice, its not a problem as I have a wing leveler installed, but I would
like to correct the problem if I can at source.
>
> Regards
>
> Roddy Kesterton
> G-IKRK
________________________________________________________________________________
| From: | Wladimir Kummer de Paula <wladimirkummer(at)gmail.com> |
| Subject: | Non lifting weight allowance |
Hello folks,
After a search I couldnt find the max allowance for the non lifting
weight parts. Im building the Europa Motorglider and need to calculate
the max payload capability.
Thanks
Wladimir
________________________________________________________________________________
| Subject: | New Panel - Master/Ignition Switches |
| From: | "italianjon" <jon.catilli(at)gmail.com> |
Hi All,
I am well into designing a new panel, that I will probably ultimately install over
the winter months.
My thoughts are to place the Master Switch on a keyed 12V switch (One that does
not allow the key to be removed in the "live" position); and then put the Left/Right
Mags and "Alternator" Relay (i.e. Voltage Regulator disconnection relay)
on to standard pole switches.
The starter circuit would go on a protected push button switch.
Through this process I am wondering why aircraft are wired the way they are. Is
there any reason that the Master Switch is free to be switched on and the ignition
is keyed?
. I can see the safety aspect of starting the engine, but in my proposal this would
be covered, by 1) a keyed master switch, and 2) a protected push button switch.
I guess I am asking you all to sanity check the idea, because I am not sure of/can't
see the negatives myself.
Regards
Jon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458425#458425
________________________________________________________________________________
| From: | Ian Cook <iancook_1(at)hotmail.com> |
| Subject: | Non lifting weight allowance |
Wladimir,
Mine has been weighed 3 times but nobody has quoted a max mass for
non-lifting parts on their schedules. However, I find I have put a
figure on my weighing Spread Sheet as 550 lb, but I cannot remember
where I obtained that figure? If it helps please find attach SS
Regards
Ian Cook
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Wladimir
Kummer de Paula
Sent: 20 July 2016 12:06
Subject: Europa-List: Non lifting weight allowance
-->
Hello folks,
After a search I couldnt find the max allowance for the non lifting
weight parts. I=C2=B4m building the Europa Motorglider and need to
calculate the max payload capability.
Thanks
Wladimir
________________________________________________________________________________
| Subject: | Re: New Panel - Master/Ignition Switches |
| From: | "zwakie" <mz(at)cariama.nl> |
Hi Jon,
I am currently going the same process as you, and have decided to go with two toggle
switches for the ignition circuits (with toggle guards) and a push button
for the starter circuit. Exactly what you are looking into, except for that
I am not putting in a keyed switch (I can see the safety aspect of having one,
but in my case that isn't much of an issue so I left it out).
I have done quite some research before deciding to go this way, and I could not
find a single argument against this approach. I could find one benefit however:
you will be able to crank the engine without firing the engine by leaving the
ignition switch to the OFF position.
Also I figured that by using 3 switches for these 3 functions, I will have not
a single point of failure for all 3 functions (this might carry little -if any-
scientific significance, but at the very minimum gives me a little extra piece
of mind...)
FYI: the basis of my new wiring schema is the Z16 figure from the AeroElectric
Connection and the AeroElectric list here on Matronics. Tons of information can
be found there, if you haven't already, please go and loose some hours absorbing
all the knowledge available.
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458434#458434
________________________________________________________________________________
| Subject: | Re: Jet Age Museum Fly In |
| From: | Richard Iddon <riddon(at)sent.com> |
HI David,
Hoping to make it to the JAM fly in on Saturday. Are there any specific instructions
for flying in or just as on the Gloucester web site? I see there is plenty
of info there.
Regards,
Richard
> On 7 Jul 2016, at 21:20, davidjoyce(at)doctors.org.uk wrote:
>
>
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: Jet Age Museum Fly In |
Richard You are duly registered for one meal (let me know if more
coming, but maybe you are still not up to 3 landings speed) Briefing
herewith David
On 2016-07-20 20:22, Richard Iddon wrote:
>
> HI David,
>
> Hoping to make it to the JAM fly in on Saturday. Are there any specific instructions
for flying in or just as on the Gloucester web site? I see there is plenty
of info there.
>
> Regards,
>
> Richard
>
>> On 7 Jul 2016, at 21:20, davidjoyce(at)doctors.org.uk wrote:
>
Links:
------
[1] http://www.matronics.com/Navigator?Europa-List
[2] http://forums.matronics.com
[3] http://wiki.matronics.com
[4] http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Are you ready to takeoff for Oshkosh. |
| From: | "AirEupora" <AirEupora(at)sbcglobal.net> |
Took an early morning flight in N120EJ to have a new connector put on my VOR cable.
Once the new connector and a check with the ground base VOR headed up to
10000 feet. It was beautiful here in northern California. I could see to the
fog shrouded San Francisco Bay. Over hundred miles away. Fresh oil and filter,
good compression check I'm headed for KOSH on Friday morning. Might make it
on Saturday or Sunday. According to My iPad it's right at 13.5 hours and 71
gallons of fuel. I'll be following I-80 most of the way through the mountains.
Once I reach Rawlings, WY. It's down hill to KOSH. Looking forward to see
all the Europa's and their owners.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458448#458448
Attachments:
http://forums.matronics.com//files/img_0010_287.jpg
________________________________________________________________________________
| From: | "Bud Yerly" <budyerly(at)msn.com> |
| Subject: | Re: Are you ready to takeoff for Oshkosh. |
It's midnight and I was thwarted by a failing starter armature. No time to
get a new one, so I'm driving tomorrow to PIE to visit family and friends by
Friday evening and then drive the couple hours north to Osh arriving Sunday
night...
Bud Yerly
-----Original Message-----
From: AirEupora
Sent: Wednesday, July 20, 2016 7:34 PM
Subject: Europa-List: Re: Are you ready to takeoff for Oshkosh.
Took an early morning flight in N120EJ to have a new connector put on my VOR
cable. Once the new connector and a check with the ground base VOR headed
up to 10000 feet. It was beautiful here in northern California. I could
see to the fog shrouded San Francisco Bay. Over hundred miles away. Fresh
oil and filter, good compression check I'm headed for KOSH on Friday
morning. Might make it on Saturday or Sunday. According to My iPad it's
right at 13.5 hours and 71 gallons of fuel. I'll be following I-80 most of
the way through the mountains. Once I reach Rawlings, WY. It's down hill to
KOSH. Looking forward to see all the Europa's and their owners.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458448#458448
Attachments:
http://forums.matronics.com//files/img_0010_287.jpg
________________________________________________________________________________
| Subject: | Re: Non lifting weight allowance |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Hi Wladimir, could you please clarify what you mean by "non-lifting weight allowance"?
I think it is fair to say that most of the long wing aircraft are in
the US, and your term is unfamiliar (to me at least). I have a set of long wings
but have yet to fit them to my fuselage, and so have not done a Weight & Balance
with them yet.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458480#458480
________________________________________________________________________________
| Subject: | Re: New Panel - Master/Ignition Switches |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Hi Jon,
Here are my thoughts regarding standard power and ignition switches.
First, recognize that you are talking about four separate circuits here:
1) Master Buss Contactor power
2) Alternator Field power
3) Magneto Grounds
4) Starter Contactor
In commercial light aircraft, these are usually grouped into two physical switch
units. The standard keyed, rotary ignition (plus starter) switch is extremely
robust and rugged and very unlikely to fail as befits a life-safety control.
It is also quite compact in terms of panel space when compared with your proposal
of replacing it with three separate switches, which if they are small will
have minute contact areas compared with the big rotary. Small contact areas
= short service life. The advantage to your proposal is possibly reduction in
price and a minute advantage in weight. Just because Rotax draws the ignition
circuit as two separate switches, does not imply that they do not favor standard
aviation practice, as opposite to standard snowmobile practice. As for reliability,
consider the relative reliability of three hobbyist grade switches for
ignition/start vs a "bulletproof" AN spec'd part. In my Europa, I have a Bendix
rotary plus a separate push button starter switch. The duty cycle on the
start button is minute, but I have selected a part with can easily handle the
800 mA start Contactor load.
The two power contractors are usually controlled by single pole on-off switches
which can vary in form factor, i.e., bat / toggle, rocker, etc. In my PA-22,
there are no contactors (Mr Piper was cheap). In this case the Master Power switch
is On-Off-On, in case one side of the switch fails. Back to the standard
arrangement: It is usually thought to be convenient to semi-gang them since
except for very trouble shooting they operate together.
For clarification, there is no such thing as a "standard pole" switch. The term
pole refers to the number of circuits controlled by the switch , eg, one pole,
double pole, 11-pole.
I hope this helps set out the design issues for this part of panel design.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458483#458483
________________________________________________________________________________
| From: | "Erich Trombley" <erichdtrombley(at)juno.com> |
| Subject: | RE: Are you ready to takeoff for Oshkosh |
Hi Bud, Sorry to hear of your starter problem. I took an early flight t
his morning in preparation for OSH. I had made a couple of modifications
that I wanted to prove out. I must admit I didn't sleep very well wond
ering if the Gremlins would come out to play as they did for you. I am
happy to report all went well. Beautiful sunrise over Las Vegas. I am p
lanning to arrive at OSH late Saturday afternoon, weather permitting. C
an't wait to catch up with all of the Europa builders and flyers. Safe t
ravels to all. Erich TrombleyN28ET Classic Mono 914 Bud wrote:In the r
ush to get your bird ready, don’t cut corners, have a safe flight
or drive and bring your shopping list.
See you all on or about Sunday afternoon.
I was looking at the weather and did my flight planning. I’m read
y to go... Well sort of. I went for a confidence flight today (which did
n’t raise my confidence) in preparation for leaving on Thursday to
visit my Mom on the way up. Over the last three months 12AY has been fl
ying great. In preparation for the Thursday departure I changed the oil,
and put in a new battery yesterday, however, my confidence flight went
poorly today as 12AY wouldn’t start at all (starter now removed as
it is spinning at only 250 rpm on crank, unless charged to 13 volts, an
d on disassembly one nut was found stripped and the armature was coated
with baked on grease due to a worn front seal (only 400 hours). I had a
poor mag check (350 drop initially and 300 after running it up) so I pul
led the right carb to get to the starter anyway, and found a leaking rig
ht carb bowl, I hope I have the “O” ring. I could smell gas
in the cockpit and noted I developed a small fuel leak at the vent hose
fitting (I tightened the clamp and it seemed to work). The climb and cru
ise checks to 10,000 went well but the fuel low light came on at 17 gall
ons (I hope all I need to do is reset parameters on my fuel totalizer).
Worse yet my wife says I have to buy some new clothes with her tomorrow
evening. So it will be a long, long, day tomorrow, but I am really looki
ng forward to seeing you all. If the plane cannot be repaired and operat
e at 100% by tomorrow on its confidence flight, I’ll drive up in t
he car.
I’m heeding my own advice to be safe and not cut corners.
See you all there!
Bud Yerly
____________________________________________________________
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________________________________________________________________________________
| Subject: | Re: New Panel - Master/Ignition Switches |
| From: | "italianjon" <jon.catilli(at)gmail.com> |
Hi guys,
Interesting food for thought.
So it sees that there is no formal reason not to do what I would like to do, but
a fair technical point.
Panel space should not be a problem, as I am cleaning up the "small lower panel"
by removing the currently installed engine instrumentation and that is going
into a single EMS Xtreme from MGL on the centre panel.
But yes, the reliability is worth thinking about.
The main point that got me started down this "thought route" is why can we turn
on our aircraft without a key, but you can't with the car... I started to think
would it not be better to put the battery on the key and then everything else
on simple toggle switches.
A third point that came up today in a discussion I had at work about this is one
of human factors... if I make my aircraft too different that does introduce
risk when I fly something else. (I sometimes rent the club aircraft, when I need
more than 2 seats)
I am going to keep thinking on this one... some good points raised so far :)
Regards
Jon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458486#458486
________________________________________________________________________________
| From: | Aireupora <aireupora(at)sbcglobal.net> |
| Subject: | Re: Europa-List Digest: 4 Msgs - 07/21/16 |
Made it to KEVW. Evanston, WY
KDWA KBAM KEVW 7:05 to 12:18
Sent from my iPhone
> On Jul 22, 2016, at 1:03 AM, Europa-List Digest Server
wrote:
>
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete Europa-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the Europa-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 16-07-21&Archive=Europa
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 16-07-21&Archive=Europa
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> Europa-List Digest Archive
> ---
> Total Messages Posted Thu 07/21/16: 4
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 07:25 AM - Re: Non lifting weight allowance (rampil)
> 2. 08:01 AM - Re: New Panel - Master/Ignition Switches (rampil)
> 3. 08:47 AM - Re: Are you ready to takeoff for Oshkosh (Erich Trombley)
> 4. 08:47 AM - Re: New Panel - Master/Ignition Switches (italianjon)
>
>
>
> ________________________________ Message 1 _____________________________________
>
>
> Subject: Europa-List: Re: Non lifting weight allowance
> From: "rampil" <ira.rampil(at)gmail.com>
>
>
> Hi Wladimir, could you please clarify what you mean by "non-lifting weight allowance"?
> I think it is fair to say that most of the long wing aircraft are in
> the US, and your term is unfamiliar (to me at least). I have a set of long wings
> but have yet to fit them to my fuselage, and so have not done a Weight & Balance
> with them yet.
>
> --------
> Ira N224XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458480#458480
>
>
> ________________________________ Message 2 _____________________________________
>
>
> Subject: Europa-List: Re: New Panel - Master/Ignition Switches
> From: "rampil" <ira.rampil(at)gmail.com>
>
>
> Hi Jon,
>
> Here are my thoughts regarding standard power and ignition switches.
>
> First, recognize that you are talking about four separate circuits here:
> 1) Master Buss Contactor power
> 2) Alternator Field power
> 3) Magneto Grounds
> 4) Starter Contactor
>
> In commercial light aircraft, these are usually grouped into two physical switch
> units. The standard keyed, rotary ignition (plus starter) switch is extremely
> robust and rugged and very unlikely to fail as befits a life-safety control.
> It is also quite compact in terms of panel space when compared with your proposal
> of replacing it with three separate switches, which if they are small will
> have minute contact areas compared with the big rotary. Small contact areas
> = short service life. The advantage to your proposal is possibly reduction in
> price and a minute advantage in weight. Just because Rotax draws the ignition
> circuit as two separate switches, does not imply that they do not favor standard
> aviation practice, as opposite to standard snowmobile practice. As for reliability,
> consider the relative reliability of three hobbyist grade switches for
> ignition/start vs a "bulletproof" AN spec'd part. In my Europa, I have a Bendix
> rotary plus a separate push button starter switch. The duty cycle on the
> start button is minute, but I have selected a part with can easily handle the
> 800 mA start Contactor load.
>
> The two power contractors are usually controlled by single pole on-off switches
> which can vary in form factor, i.e., bat / toggle, rocker, etc. In my PA-22,
> there are no contactors (Mr Piper was cheap). In this case the Master Power switch
> is On-Off-On, in case one side of the switch fails. Back to the standard
> arrangement: It is usually thought to be convenient to semi-gang them since
> except for very trouble shooting they operate together.
>
> For clarification, there is no such thing as a "standard pole" switch. The term
> pole refers to the number of circuits controlled by the switch , eg, one pole,
> double pole, 11-pole.
>
> I hope this helps set out the design issues for this part of panel design.
>
> --------
> Ira N224XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458483#458483
>
>
> ________________________________ Message 3 _____________________________________
>
>
> From: "Erich Trombley" <erichdtrombley(at)juno.com>
> Subject: Europa-List: RE: Are you ready to takeoff for Oshkosh
>
> Hi Bud, Sorry to hear of your starter problem. I took an early flight t
> his morning in preparation for OSH. I had made a couple of modifications
> that I wanted to prove out. I must admit I didn't sleep very well wond
> ering if the Gremlins would come out to play as they did for you. I am
> happy to report all went well. Beautiful sunrise over Las Vegas. I am p
> lanning to arrive at OSH late Saturday afternoon, weather permitting. C
> an't wait to catch up with all of the Europa builders and flyers. Safe t
> ravels to all. Erich TrombleyN28ET Classic Mono 914 Bud wrote:In the r
> ush to get your bird ready, don’t cut corners, have a safe flight
> or drive and bring your shopping list.
>
> See you all on or about Sunday afternoon.
>
>
> I was looking at the weather and did my flight planning. I’m read
> y to go... Well sort of. I went for a confidence flight today (which did
> n’t raise my confidence) in preparation for leaving on Thursday to
> visit my Mom on the way up. Over the last three months 12AY has been fl
> ying great. In preparation for the Thursday departure I changed the oil,
> and put in a new battery yesterday, however, my confidence flight went
> poorly today as 12AY wouldn’t start at all (starter now removed as
> it is spinning at only 250 rpm on crank, unless charged to 13 volts, an
> d on disassembly one nut was found stripped and the armature was coated
> with baked on grease due to a worn front seal (only 400 hours). I had a
> poor mag check (350 drop initially and 300 after running it up) so I pul
> led the right carb to get to the starter anyway, and found a leaking rig
> ht carb bowl, I hope I have the “O” ring. I could smell gas
> in the cockpit and noted I developed a small fuel leak at the vent hose
> fitting (I tightened the clamp and it seemed to work). The climb and cru
> ise checks to 10,000 went well but the fuel low light came on at 17 gall
> ons (I hope all I need to do is reset parameters on my fuel totalizer).
> Worse yet my wife says I have to buy some new clothes with her tomorrow
> evening. So it will be a long, long, day tomorrow, but I am really looki
> ng forward to seeing you all. If the plane cannot be repaired and operat
> e at 100% by tomorrow on its confidence flight, I’ll drive up in t
> he car.
>
>
> I’m heeding my own advice to be safe and not cut corners.
>
>
> See you all there!
>
>
> Bud Yerly
>
> ____________________________________________________________
> Affordable Wireless Plans
> Set up is easy. Get online in minutes.
> Starting at only $9.95 per month!
>
> www.netzero.net?refcd=nzmem0216
>
> ________________________________ Message 4 _____________________________________
>
>
> Subject: Europa-List: Re: New Panel - Master/Ignition Switches
> From: "italianjon" <jon.catilli(at)gmail.com>
>
>
> Hi guys,
>
> Interesting food for thought.
>
> So it sees that there is no formal reason not to do what I would like to do,
but
> a fair technical point.
>
> Panel space should not be a problem, as I am cleaning up the "small lower panel"
> by removing the currently installed engine instrumentation and that is going
> into a single EMS Xtreme from MGL on the centre panel.
>
> But yes, the reliability is worth thinking about.
>
> The main point that got me started down this "thought route" is why can we turn
> on our aircraft without a key, but you can't with the car... I started to think
> would it not be better to put the battery on the key and then everything else
> on simple toggle switches.
>
> A third point that came up today in a discussion I had at work about this is
one
> of human factors... if I make my aircraft too different that does introduce
> risk when I fly something else. (I sometimes rent the club aircraft, when I need
> more than 2 seats)
>
> I am going to keep thinking on this one... some good points raised so far :)
>
> Regards
>
> Jon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458486#458486
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bud Yerly" <budyerly(at)msn.com> |
| Subject: | Still more arriving at Oshkosh |
Guys,
Claude Tugwell and his EAA friend Don will arrive Sunday night by
camper, driving from Amarillo TX.
Sadly I have completed driving 1300 miles to Illinois ( in a day and a
half) rather than flying. There were some nasty Thunderstorms, and to
tell you the truth, I would have had to fly to Arkansas then up to Iowa
to get into Peoria Ill. Nasty. I would have still preferred flying.
Bud Yerly
________________________________________________________________________________
| Subject: | Re: Still more arriving at Oshkosh |
| From: | Robert Borger <rlborger(at)mac.com> |
Bud and Europa Friends,
Due to miserable weather forecasts for the return flight on Thursday &
Friday combined with a mandatory social engagement in Denton on Friday
night I will be driving up tomorrow and Sunday. Looking forward to
seeing all the good Europa folks this week.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop (75 hrs).
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger(at)mac.com
> On Jul 22, 2016, at 4:36 PM, Bud Yerly wrote:
>
> Guys,
> Claude Tugwell and his EAA friend Don will arrive Sunday night by
camper, driving from Amarillo TX.
> Sadly I have completed driving 1300 miles to Illinois ( in a day and a
half) rather than flying. There were some nasty Thunderstorms, and to
tell you the truth, I would have had to fly to Arkansas then up to Iowa
to get into Peoria Ill. Nasty. I would have still preferred flying.
>
> Bud Yerly
________________________________________________________________________________
| Subject: | Re: New Panel - Master/Ignition Switches |
| From: | "rampil" <ira.rampil(at)gmail.com> |
I think the key lock is prevent the aircraft from walking away without its owner.
Turning on the radio with the keyless master buss will not steal the aircraft.
Interestingly, on topic, the WWII warbirds I have been in did not have keyed switches
at all originally. I guess an armed guard was supposed to served the security
purpose. From what I have heard more modern warbirds (F16, A10, UH-1Y,
Cobra, etc.) maintain this tradition. Maybe Bud can expound on this, round the
campfire this week at KOSH.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458560#458560
________________________________________________________________________________
| From: | Wladimir Kummer de Paula <wladimirkummer(at)gmail.com> |
| Subject: | Non lifting weight |
Hi folks,
The max non lifting weight allowance is the max weight of the airplane
fully loaded less the wings. This is used to calculate static moments
and to dimension spars, attach points and so on. Id like to info so I
can calculate accuratelly my max payload.
Best to all
Wlad
________________________________________________________________________________
| Subject: | Re: Non lifting weight |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Thanks for the update Wlad!
Sorry to say, I never measured a W&B on my europa without wings.
Are you sure you need that particular weight spec? The engineering of the structure
is completely fixed by the kit manufacturer and payload =
Max Gross - empty weight (of complete structure with wings)
I can see want the fuse weight for the structural engineering of the spars, etc,
but I don't see the need in calculating payload?
Depending where you are,the max gross is set by the manufacturer of the Kit, or
by the builder. In my case, I simply set my max gross to 1450# Please don't
ask for my engineering data. FAA regs allow the builder to set it by executive
fiat, which after consultation with the FlightCrafter guys and Bud, I did just
that.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458573#458573
________________________________________________________________________________
| From: | Wladimir Kummer de Paula <wladimirkummer(at)gmail.com> |
| Subject: | Non lifting weight |
Hi folks,
The max non lifting weight allowance is the max weight of the airplane
fully loaded less the wings. This is used to calculate static moments
and to dimension spars, attach points and so on. Id like to info so I
can calculate accuratelly my max payload.
Best to all
Wlad
________________________________________________________________________________
| From: | "h&jeuropa" <butcher43(at)att.net> |
Good News. We just learned the FBO at Oshkosh, Basler, has 91 octane Mogas available
this year! So we can refuel right on the field.
We elected to wait out the rain here in Michigan. We will arrive either late this
afternoon or early Monday morning.
Looking forward to seeing everyone.
Jim & Heather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458616#458616
________________________________________________________________________________
| Subject: | Trip report Dinard France from UK |
| From: | "graeme bird" <graeme(at)gdbmk.co.uk> |
Lets see if I can post a link in here to the flyer trip report
see for a trip report with pics. Not that exciting admittedly.
http://forums.flyer.co.uk/viewtopic.php?f=67&t=100972
--------
Graeme Bird
G-UMPY
Mono Classic/XS FFW 912S/Woodcomp 3000/3W
Newby: 200 hours 4 years on the Mono
g(at)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458625#458625
________________________________________________________________________________
| From: | Trevpond(at)aol.com |
| Subject: | Europa XS Trigear G-LINN for sale |
It is with the utmost regret that I am putting G-LINN up for sale.
There's a photo on G-INFO of it together with the aircraft history and you
will see that it's only flown 265 or so hours.
It has a very high spec including Rotax 914 Turbo engine which has been
regularly serviced by Conrad Beale, Airmaster Constant Speed Prop, and it
features a full Dynon Skyview system, SL30 Nav Com, Garmin 330 Mode S
Transponder, Garmin 695GPS, miniature standby instruments, precision card
compass, Aeroled LED Lights, PS engineering intercom, electric aileron trim etc.
etc.
If you are interested in this beautiful aircraft, please contact me off
list at: _trevpond(at)aol.com_ (mailto:trevpond(at)aol.com) for further
information, Please note that G-LINN was built without cost being a factor and
so I
shall not be considering silly offers, or taking joy trippers flying!!
best regards.
Trev
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Cost of Flying in the USA |
Could someone do a very quick SWAG on the cost of Owning and Operating a
Europa in the US please.
I am planning to park at Homestead general where the tie downs are USD85 a
month. What other costs do I need to bear in mind and how much are they?
Fuel, maintenance, Insurance...are there any charges or levies by the FAA
for example?
Many thanks
Will
William Daniell
LONGPORT
+57 310 295 0744
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
| Subject: | 8.33khz and the Netherlands |
http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-GB.html
For those of you planning on a visit to Texel this year it's worth ensuring you
read AIC-A 02/2016. The link above should take you there.
It would appear that some frequencies are being converted to 8.33khz operation
and unless you have the capability of selecting an assigned frequency you may
be refused access to the area you are wanting to cross.
Alan Burrill
G-OBJT
________________________________________________________________________________
| Subject: | Re: 8.33khz and the Netherlands |
| From: | "zwakie" <mz(at)cariama.nl> |
Please be aware that EHBK is not the only airport in The Netherlands that has already
switch to 8.33 spacing!
I don't have the exact details at hand of when each airport is making this switch,
but I am pretty sure that Rotterdam (EHRD) and Amsterdam Schiphol (EHAM) have
already made the switch to 8.33 spacing also. I'm not sure about De Kooy (EHKD
- just south of Texel) and other controlled airports, you will have to check
those for sure.
For Rotterdam and Amsterdam I don't believe this is a big issue for visitors from
the south: follow the coastline and you will stay clear of CTR's (provided
your altitude is well below 1100'), and you are fine with 25kHz spacing. When
your route is east of Rotterdam and Amsterdam, you will indeed have to pay special
attention to this theme.
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458687#458687
________________________________________________________________________________
| Subject: | Re: Cost of Flying in the USA |
| From: | Duanefamly <Duanefamly(at)aol.com> |
Many states levy a personal property, or luxury, tax.
Sent from my iPhone
> On Jul 25, 2016, at 12:38 PM, William Daniell wrote:
>
> Could someone do a very quick SWAG on the cost of Owning and Operating a E
uropa in the US please.
>
> I am planning to park at Homestead general where the tie downs are USD85 a
month. What other costs do I need to bear in mind and how much are they?
>
> Fuel, maintenance, Insurance...are there any charges or levies by the FAA f
or example?
>
> Many thanks
>
> Will
>
> William Daniell
> LONGPORT
> +57 310 295 0744
________________________________________________________________________________
| From: | Bob Hitchcock <bobhitchcock(at)icloud.com> |
| Subject: | 8.33khz and the Netherlands |
Hi All
It's a fair point. The first Dutch fine has apparently already been issued to UK
a pilot! So this is serious stuff.
7,500 fine for being unable to select an 8.33Khz channel when in Dutch airspace
that required it. Apparently, the level of fine can be increased in steps up
to 22,500 for subsequent misdemeanours.
Regards
Bob Hitchcock
XS Mono
________________________________________________________________________________
| Subject: | Re: Cost of Flying in the USA |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Insurance costs are based on your flight experience and ratings and your liability
limits and hull value, etc. I've see fees in the range of $1200-2700 per year.
The FAA charges are a whopping $5.00 per three year registration cycle
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458709#458709
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: 8.33khz and the Netherlands |
Alan, Since Jan 2014 8.33 has been compulsory for classC or above
anywhere in Europe (see Flying in Europe on club website) We don't have
class C but a lot of continental countries do and Holland in particular
has lots.
Regards, David Joyce, GXSDJ
On 2016-07-25 22:17, Alan Burrill wrote:
>
> http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-GB.html [1]
>
> For those of you planning on a visit to Texel this year it's worth ensuring you
read AIC-A 02/2016. The link above should take you there.
>
> It would appear that some frequencies are being converted to 8.33khz operation
and unless you have the capability of selecting an assigned frequency you may
be refused access to the area you are wanting to cross.
>
> Alan Burrill
> G-OBJT
>
Links:
------
[1]
http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-GB.html
[2] http://www.matronics.com/Navigator?Europa-List
[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
| Subject: | Re: 8.33khz and the Netherlands |
Thanks David I was aware of that, I initiated the NATS project to deal with 8
.33.
Not everyone is aware however and it would appear that it's not only class c
airspace the Dutch are targeting but more important some people are not awa
re and ending up with problems.
Alan
Sent from my iPad
> On 26 Jul 2016, at 09:31, davidjoyce(at)doctors.org.uk wrote:
>
>
>
> Alan, Since Jan 2014 8.33 has been compulsory for classC or above anywhere
in Europe (see Flying in Europe on club website) We don't have class C but a
lot of continental countries do and Holland in particular has lots.
>
> Regards, David Joyce, GXSDJ
>
>
>> On 2016-07-25 22:17, Alan Burrill wrote:
>>
>>
>>
>> http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-GB.
html
>>
>> For those of you planning on a visit to Texel this year it's worth ensuri
ng you read AIC-A 02/2016. The link above should take you there.
>>
>> It would appear that some frequencies are being converted to 8.33khz oper
ation and unless you have the capability of selecting an assigned frequency y
ou may be refused access to the area you are wanting to cross.
>>
>> Alan Burrill
>> G-OBJT
>>
>>
>>
>>
>> ttp://www.matronics.com/Navigator?Europa-List
>> ics.com
>> .com
>> .matronics.com/contribution
>>
>>
>>
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
| Subject: | BBQ At Brimpton 10th September 2016 |
________________________________________________________________________________
| Subject: | BBQ Invite at Brimpton Airfield |
| From: | "Burrilla" <alanb(at)dpy01.co.uk> |
We are holding a BBQ for Europa and Tecnam aircraft at Brimpton Airfield on the
10th September 2016.
Please PPR on the Brimpton Website so we can gauge numbers.
http://www.brimpton-airfield.co.uk/s/index.php/welcome
Hope to see you there
Alan Burrill
G-OBJT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458713#458713
Attachments:
http://forums.matronics.com//files/flyin2016_postcard_613.pdf
________________________________________________________________________________
| Subject: | Re: 8.33khz and the Netherlands |
| From: | Richard Iddon <riddon(at)sent.com> |
Ah Well,
Was going to go to Texel but not now as I do not have an 8.33 radio. Dont want
to take the risk of a large fine.
Richard Iddon
G-RIXS
> On 25 Jul 2016, at 22:17, Alan Burrill wrote:
>
>
>
> http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-GB.html
>
> For those of you planning on a visit to Texel this year it's worth ensuring you
read AIC-A 02/2016. The link above should take you there.
>
> It would appear that some frequencies are being converted to 8.33khz operation
and unless you have the capability of selecting an assigned frequency you may
be refused access to the area you are wanting to cross.
>
> Alan Burrill
> G-OBJT
________________________________________________________________________________
| From: | "Bob Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | 8.33khz and the Netherlands |
Hi! Richard,
Subject to status of Shoulder operations I'm expecting to fly the North Sea Direct
again. I dont think that the new system will apply to Texel except it will
be necessary to approach the coast beyond the De-koy(?) Zone.( Still need to
verify though) May be possible to check with the rally organisers yet.
Regards Bob H
-----Original Message-----
From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Richard Iddon
Sent: 26 July 2016 16:48
Subject: Re: Europa-List: 8.33khz and the Netherlands
Ah Well,
Was going to go to Texel but not now as I do not have an 8.33 radio. Dont want
to take the risk of a large fine.
Richard Iddon
G-RIXS
> On 25 Jul 2016, at 22:17, Alan Burrill wrote:
>
>
>
> http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-
> GB.html
>
> For those of you planning on a visit to Texel this year it's worth ensuring you
read AIC-A 02/2016. The link above should take you there.
>
> It would appear that some frequencies are being converted to 8.33khz operation
and unless you have the capability of selecting an assigned frequency you may
be refused access to the area you are wanting to cross.
>
> Alan Burrill
> G-OBJT
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | 8.33khz and the Netherlands |
Richard, I am pretty clear tha tit is just those 7 to 10 mile radius
class C zones round the major airports that are the problem. If you fly
round them, which isn't difficult you should be fine. But maybe Tim
Weert will give us the definitive answer ? You can always join the 6Ns
and we will take you there in formation!
Regards, David
On 2016-07-26 19:34, Bob Harrison wrote:
>
> Hi! Richard,
> Subject to status of Shoulder operations I'm expecting to fly the North Sea Direct
again. I don't think that the new system will apply to Texel except it will
be necessary to approach the coast beyond the De-koy(?) Zone.( Still need
to verify though) May be possible to check with the rally organisers yet.
> Regards Bob H
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Richard Iddon
> Sent: 26 July 2016 16:48
> To: Europa Forum
> Subject: Re: Europa-List: 8.33khz and the Netherlands
>
>
> Ah Well,
>
> Was going to go to Texel but not now as I do not have an 8.33 radio. Don't want
to take the risk of a large fine.
>
> Richard Iddon
>
> G-RIXS
>
>
Links:
------
[1]
http://www.ais-netherlands.nl/aim/2016-06-09-AIRAC/eAIP/html/index-en-
[2] http://www.matronics.com/Navigator?Europa-List
[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: 8.33khz and the Netherlands |
| From: | "zwakie" <mz(at)cariama.nl> |
davidjoyce(at)doctors.org wrote:
> Richard, I am pretty clear tha tit is just those 7 to 10 mile radius class C
zones round the major airports that are the problem. If you fly round them, which
isn't difficult you should be fine. But maybe Tim Weert will give us the definitive
answer ?
That is correct, currently 8.33 is compulsary for Class C only and indeed the CTR's
that have switched to 8.33 are 8 miles radius (although Amsterdam have a
little 'bump' added to the regular CTR in the soutch and the north). I would expect
the route north will keep outside Rotterdam CTR and Amsterdam CTR anyway,
the only CTR to doublecheck would then be De Kooy (although you can easily circumnavigate
easterly from the De Kooy and forget about it altogehter.
In short: no big deal!
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458742#458742
________________________________________________________________________________
| From: | Bob Hitchcock <bobhitchcock(at)icloud.com> |
| Subject: | 8.33khz and the Netherlands |
Hi Marcel, Hi David
Approaching from the west and being aware suggests all could be OK for the Texel
scenario. Only those needing a service from an 8:33 class C would be impacted.
When I last flew to Texel it was "route one" across the North Sea. I had De
Hooy as an option for contact. On the official link below De Hooy is not available
to non 8:33 compliant aircraft from this month. If a route was chosen that
required a route, then the following list of stations would seem to be important.
Always a disappointment to loose communication options, especially when
flying a long way over water with few options already.
List of Dutch stations (note due for update). De Hooy is on the list of stations
no longer available.
Citation 8:33
http://ais-netherlands.nl/aim/2016-05-12-AIRAC/eAIP/html/eAIC/EH-eAIC-2016-02-A-en-GB.html
Citation of Dutch fine.
http://forums.flyer.co.uk/viewtopic.php?f=1&t=100979&start=15
Regards
Bob
________________________________________________________________________________
| From: | Bob Hitchcock <bobhitchcock(at)icloud.com> |
| Subject: | Fwd: 8.33khz and the Netherlands |
Errata Hooy
Begin forwarded message:
> From: Bob Hitchcock <bobhitchcock(at)icloud.com>
> Date: 27 July 2016 at 08:18:20 BST
> To: Europa List
> Subject: 8.33khz and the Netherlands
>
> Hi Marcel, Hi David
>
> Approaching from the west and being aware suggests all could be OK for the
Texel scenario. Only those needing a service from an 8:33 class C would be
impacted. When I last flew to Texel it was "route one" across the North Sea
. I had De Kooy as an option for contact. On the official link below De Kooy
is not available to non 8:33 compliant aircraft from this month. If a route
was chosen that required a route, then the following list of stations would
seem to be important. Always a disappointment to loose communication option
s, especially when flying a long way over water with few options already.
>
> List of Dutch stations (note due for update). De Kooy is on the list of s
tations no longer available.
>
>
> Citation 8:33
> http://ais-netherlands.nl/aim/2016-05-12-AIRAC/eAIP/html/eAIC/EH-eAIC-2016
-02-A-en-GB.html
>
> Citation of Dutch fine.
> http://forums.flyer.co.uk/viewtopic.php?f=1&t=100979&start=15
>
>
> Regards
>
> Bob
Begin forwarded message:
> From: Bob Hitchcock <bobhitchcock(at)icloud.com>
> Date: 27 July 2016 at 08:18:20 BST
> To: Europa List
> Subject: 8.33khz and the Netherlands
>
> Hi Marcel, Hi David
>
> Approaching from the west and being aware suggests all could be OK for the
Texel scenario. Only those needing a service from an 8:33 class C would be
impacted. When I last flew to Texel it was "route one" across the North Sea
. I had De Hooy as an option for contact. On the official link below De Hooy
is not available to non 8:33 compliant aircraft from this month. If a route
was chosen that required a route, then the following list of stations would
seem to be important. Always a disappointment to loose communication option
s, especially when flying a long way over water with few options already.
>
> List of Dutch stations (note due for update). De Hooy is on the list of s
tations no longer available.
>
>
> Citation 8:33
> http://ais-netherlands.nl/aim/2016-05-12-AIRAC/eAIP/html/eAIC/EH-eAIC-2016
-02-A-en-GB.html
>
> Citation of Dutch fine.
> http://forums.flyer.co.uk/viewtopic.php?f=1&t=100979&start=15
>
>
> Regards
>
> Bob
________________________________________________________________________________
| Subject: | Re: 8.33khz and the Netherlands |
| From: | "zwakie" <mz(at)cariama.nl> |
Thanks Bob for including the link to the conversion planning, that's helpful for
all that are visiting from abroad!
Also I stand corrected: 8:33 is not limited to CTR's, as clearly outlined in the
link you provided ;)
Hope to meet many of you at Texel!
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458761#458761
________________________________________________________________________________
| From: | Bob Hitchcock <bobhitchcock(at)icloud.com> |
| Subject: | 8.33khz and the Netherlands |
Hi Marcel
It's always good to talk. Great to hear from you after such a long time. Ho
pe to meet up at some point. For me 8:33 De Kooy (always have difficulty wit
h my writing and speaking Dutch language, apologies.) makes it awkward. Thou
gh we in the UK have had some great news. A confirmation that in the UK wil
l now gain a subsidy from the EU of 20% of the cost of a new 8.33 radio. Per
sonally I will fill in a form and buy one as soon as the final version of t
he application form is released. Presume you also have ( as a fellow EU citi
zen) the same opportunity in The Netherlands?
Bulletin :"=82=AC4.3m of grants from the EU, the CAA confirmed today.The C
AA applied to the EU for =82=AC4.3m funding to encourage the timely trans
ition of the UK GA fleet from existing 25 kHz radios to 8.33kHz equipment. T
hat application was for the maximum permitted grant of 20 per cent of the es
timated total cost of 8.33kHz equipage."
Regards
Bob Hitchcock
Mono XS
________________________________________________________________________________
| Subject: | Unidentified Probe |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
HI,
Does anyone recognise the item in these two photographs? It came in a box of bits
with my recently acquired part-built Europa. It looks like a temperature probe
of some sort, but apart from a temperature range, and a small battery compRTMENT,
it has no other external markings
I would be grateful if someone can tell me what it is , and what the pinouts are.
TIA
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458766#458766
________________________________________________________________________________
| Subject: | Unidentified Probe |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
Hi,
Does anyone recognise the item in these two photographs? It came in a box of bits
with my recently acquired part-built Europa. It looks like a temperature probe
of some sort, but apart from a temperature range, and a small battery compartment,
it has no other external markings
I would be grateful if someone can tell me what it is , and what the pinouts are.
https://www.flickr.com/gp/145519443@N02/5i3017
https://www.flickr.com/gp/145519443@N02/72LPEB
Another question - Why can't I upload these jpg files directly ? I tried "Add Attachment"
but it doesn't appear to work, so I have displayed them as Flickr Files.
TIA
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458770#458770
________________________________________________________________________________
| Subject: | Unidentified Probe |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
Hi,
Does anyone recognise the item in these two photographs? It came in a box of bits
with my recently acquired part-built Europa. It looks like a temperature probe
of some sort, but apart from a temperature range, and a small battery compartment,
it has no other external markings
I would be grateful if someone can tell me what it is , and what the pinouts are.
https://www.dropbox.com/s/0bv7uvdgxhxxud1/probe_1.jpg?dl=0
https://www.dropbox.com/s/olpbzfbgcb2g5lc/probe_2.jpg?dl=0
Another question - The "Add Attachment" doesn't appear to work for uploading these
photos, hence I have posted Dropbox links. Any idea why ?
TIA
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458771#458771
________________________________________________________________________________
| From: | Karl Heindl <kheindl(at)msn.com> |
| Subject: | Re: Unidentified Probe |
The first one is part of the carb heat kit from Skydrive. It displays coola
nt temperature at the carburetor, but only up to 50C.
The second one seems to perform the same function but have no idea why you
need 2.
________________________________
From: owner-europa-list-server(at)matronics.com <owner-europa-list-server@matr
onics.com> on behalf of BobD
Sent: 27 July 2016 14:42:48
Subject: Europa-List: Unidentified Probe
Hi,
Does anyone recognise the item in these two photographs? It came in a box o
f bits with my recently acquired part-built Europa. It looks like a tempera
ture probe of some sort, but apart from a temperature range, and a small ba
ttery compartment, it has no other external markings
I would be grateful if someone can tell me what it is , and what the pinout
s are.
https://www.flickr.com/gp/145519443@N02/5i3017
https://www.flickr.com/gp/145519443@N02/72LPEB
Another question - Why can't I upload these jpg files directly ? I tried "A
dd Attachment" but it doesn't appear to work, so I have displayed them as F
lickr Files.
TIA
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458770#458770
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: Unidentified Probe |
Bob, It looks like an inexpensive battery operated temperature gauge. I
have a very similar, possibly identical one giving me air box
temperature. I seem to remember it cost about 15.
Regards, David Joyce, G-XSDJ
On 2016-07-27 14:42, BobD wrote:
>
> Hi,
> Does anyone recognise the item in these two photographs? It came in a box of
bits with my recently acquired part-built Europa. It looks like a temperature
probe of some sort, but apart from a temperature range, and a small battery compartment,
it has no other external markings
>
> I would be grateful if someone can tell me what it is , and what the pinouts
are.
>
> https://www.flickr.com/gp/145519443@N02/5i3017 [1]
> https://www.flickr.com/gp/145519443@N02/72LPEB [2]
>
> Another question - Why can't I upload these jpg files directly ? I tried "Add
Attachment" but it doesn't appear to work, so I have displayed them as Flickr
Files.
>
> TIA
>
> --------
> Bob Dawson
> XS TG || 912 ULS || G-NHRJ
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458770#458770 [3]
>
Links:
------
[1] https://www.flickr.com/gp/145519443@N02/5i3017
[2] https://www.flickr.com/gp/145519443@N02/72LPEB
[3] http://forums.matronics.com/viewtopic.php?p=458770#458770
[4] http://www.matronics.com/Navigator?Europa-List
[5] http://forums.matronics.com
[6] http://wiki.matronics.com
[7] http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Unidentified Probe |
| From: | "Paul M 383" <europaul383(at)hotmail.com> |
Hi Bob,
It's the temp probe and (LCD?) readout for a SkyDrive carb heat kit http://www.skydrive.co.uk/proddetail.asp?prod=CH-912-3
The Mk2 kit was milled aluminium with AN fittings and so had room for a drilled
hole to take the probe; the current Mk3 kit has copper (brass?) tubing encased
in a cast ali body with no room for a probe.
I have the Mk2, but discarded the probe (and standalone readout) in favour of the
SkyDrive water temp kit
http://www.skydrive.co.uk/proddetail.asp?prod=WTG-912-3
whose readout can be fed into a Dynon Skyview (other EMSs are available).
HTH
Paul M
383 XS Mono 912S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458777#458777
Attachments:
http://forums.matronics.com//files/mk3_carb_heat_187.jpg
http://forums.matronics.com//files/mk2_carb_heat_a_446.jpg
________________________________________________________________________________
| Subject: | Europa Monowheel Classic with XS firewall forward |
| From: | "bryannortje" <bryannortje(at)gmail.com> |
I have available a beautifully built nearly Finshed (complete) Europa Monowheel
Kit.
Remaining work is Instrument Panel completion with associated electrical wiring
and firewall forward installation. Fuselage, wings tailplanes etc all complete
pre-fitted and painted white.
Cockpit Interior complete apart from Instrument/avionics selection & installations.
All paperwork up to date and signed off.
I have EVERYTHING including new Engine(and extras) needed to complete the build
including a reserved Registration mark and new Funke ATR8.33 Radio. There is
too much to list here.
Comes with Trailer and special stands for both fuselage and wings for easy workshop
storage / maintenance and rigging.
If you know what you looking for and to have one of these in the air within a couple
months then this is no doubt a Gem. Further information available via email
or telephone contact.
--------
Europa Owner / Builder and Passionate about Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458782#458782
________________________________________________________________________________
| Subject: | Re: Europa Monowheel Classic with XS firewall forward |
| From: | Rowland Carson <rowlandcarson(at)gmail.com> |
On 2016-07-27, at 17:25, bryannortje wrote:
> I have available a beautifully built nearly Finshed (complete) Europa Monowheel
Kit.
Bryan - and in what country is this machine presently situate?
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
________________________________________________________________________________
| Subject: | Re: Europa Monowheel Classic with XS firewall forward |
| From: | "bryannortje" <bryannortje(at)gmail.com> |
I have available a beautifully built nearly Finshed (complete) Europa Monowheel
Kit. All Items based in East Midlands
Remaining work is Instrument Panel completion with associated electrical wiring
and firewall forward installation. Fuselage, wings tailplanes etc all complete
pre-fitted and painted white.
Cockpit Interior complete apart from Instrument/avionics selection & installations.
All paperwork up to date and signed off.
I have EVERYTHING including new Engine(and extras) needed to complete the build
including a reserved Registration mark and new Funke ATR8.33 Radio. There is
too much to list here.
Comes with Trailer and special stands for both fuselage and wings for easy workshop
storage / maintenance and rigging.
If you know what you looking for and to have one of these in the air within a couple
months then this is no doubt a Gem. Further information available via email
or telephone contact. Advert can also be seen with photo's on AFORS. Asking
30 K for all
--------
Europa Owner / Builder and Passionate about Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458790#458790
________________________________________________________________________________
| Subject: | Re: Unidentified Probe |
| From: | "BobD" <rjd(at)bobdawson.plus.com> |
Thanks for all the replies.
My Europa does have a Carb Heat kit fitted, and from Paul's description, it is
a Mk.2
I'll change the battery, and have a play with it, but I have already fitted the
Water Temperature adapter from Skydrive, and plan to get a Dynon Skyview Panel
to monitor, amongst other things, the Water Temp. I understand from elsewhere
on the forum that Rotax do not fit a probe for Water Temp, but rely on Cylinder
Head Temp for engine monitoring. I would like to keep an eye on the Water
Temp, so have used one of the two Cylinder Head Probes for the Water Temp.
This means at present, I will only be measuring CHT at one cylinder. Do other do
this, or fit 2 or even four probes, and measure each Cylinder ?
Is there any advantage in having both Water Temp, and Carb Temp (by using this
probe ) ?
Sorry for the initial confusion, both photos are of the same device from different
angles. If it is self powered via the battery, any idea what the pinout connections
are for ?
TIA
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458802#458802
________________________________________________________________________________
| From: | "Brian Davies" <brian.davies(at)clara.co.uk> |
| Subject: | Re: Unidentified Probe |
Hi Bob,
If you are using 50/50 water glycol mix it is a requirement to have both a
CHT gauge and a water temp gauge. The engine limitations have different max
temps for each. Most owners only have one CHT sensor. The very latest
engines have a modified location for the CHT sensor which should remove the
need to measure both.
If you have the carb heat mod there does not seem much point in measuring
carb temp. The reason you would measure carb temp is to warn of carb icing.
Regards
Brian
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of BobD
Sent: 27 July 2016 23:22
Subject: Europa-List: Re: Unidentified Probe
Thanks for all the replies.
My Europa does have a Carb Heat kit fitted, and from Paul's description, it
is a Mk.2
I'll change the battery, and have a play with it, but I have already fitted
the Water Temperature adapter from Skydrive, and plan to get a Dynon Skyview
Panel to monitor, amongst other things, the Water Temp. I understand from
elsewhere on the forum that Rotax do not fit a probe for Water Temp, but
rely on Cylinder Head Temp for engine monitoring. I would like to keep an
eye on the Water Temp, so have used one of the two Cylinder Head Probes for
the Water Temp.
This means at present, I will only be measuring CHT at one cylinder. Do
other do this, or fit 2 or even four probes, and measure each Cylinder ?
Is there any advantage in having both Water Temp, and Carb Temp (by using
this probe ) ?
Sorry for the initial confusion, both photos are of the same device from
different angles. If it is self powered via the battery, any idea what the
pinout connections are for ?
TIA
--------
Bob Dawson
XS TG || 912 ULS || G-NHRJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458802#458802
________________________________________________________________________________
| Subject: | Cooling issues XS 914 on the ground |
| From: | "Roland" <schmidtroland(at)web.de> |
Hello,
I have the conventional XS cowling with the 914 and overheating might occur on
the ground in high OAT's (25-30C). I've shut down the engine once when reaching
118C and then I could hear the 50/50 antifreeze boiling lightly. Does anyone
know roughly the temperature gap between the CHT/CT (I only have a CHT gauge)?
I've read on another forum, that increasing to 2700RPM (and switch to a courser
pitch?) brings down the temperature. I also have a water Thermostate installed,
which I'll remove in a first step to lower the CHT-temperatures on the ground
and increase the time until I have to shut down the engine (when reaching 115C
CHT). With this measure I (hopefully) increase the oil temperature at the
same time (oil cooler partly covered by Radiator) so that I can taxi and take
off earlier, since I don't have to wait for the oil to warm. Same goes after landing
regarding the cooling run for the Turbo, when the CHT is creeping up quickly.
What are your experiences especially without water Thermostate on the ground in
high temperatures / measures to avoid overheating?
I want to start with simple things before modifying the cooling tunnel, because
I "only" have issues on the ground and quite satisfying setup for flying. Also
modifications often end in a never ending story and often the only practical
solution might be the best compromise...
The cooling of the XS is only sufficient for English summers I'm afraid :-)
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458822#458822
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: Cooling issues XS 914 on the ground |
Roland, I had endless problems with overheating with my 914/XS. Going to
LAA Rally was a nightmare, because sitting in a queue to take off always
led to overheating, needing me to pull out of the queue and shut down. I
then had a Woodcomp SR2000 which is a low twist prop, very much like a
Warp Drive one or pretty much any prop you see on a Rotax 91X. The
problem is that at idling speeds the central part of the prop is in Beta
mode, effectively diverting air from the cooling inlets. When I switched
to a Woodcomp SR3000W the problem was abolished completely, quite apart
from gaining an appreciable amount of performance (equivalent to an
extra 7 horse power). I can now sit in a queue all day if needs be!
Details in the attached paper which appeared in the Europa mag some
years back. Photos are missing but not needed for understanding the
science.
Regards, David Joyce, G-XSDJ
On 2016-07-28 11:22, Roland wrote:
>
> Hello,
>
> I have the conventional XS cowling with the 914 and overheating might occur on
the ground in high OAT's (25-30C). I've shut down the engine once when reaching
118C and then I could hear the 50/50 antifreeze boiling lightly. Does anyone
know roughly the temperature gap between the CHT/CT (I only have a CHT gauge)?
>
> I've read on another forum, that increasing to 2700RPM (and switch to a courser
pitch?) brings down the temperature. I also have a water Thermostate installed,
which I'll remove in a first step to lower the CHT-temperatures on the ground
and increase the time until I have to shut down the engine (when reaching
115C CHT). With this measure I (hopefully) increase the oil temperature at the
same time (oil cooler partly covered by Radiator) so that I can taxi and take
off earlier, since I don't have to wait for the oil to warm. Same goes after
landing regarding the cooling run for the Turbo, when the CHT is creeping up
quickly.
>
> What are your experiences especially without water Thermostate on the ground
in high temperatures / measures to avoid overheating?
>
> I want to start with simple things before modifying the cooling tunnel, because
I "only" have issues on the ground and quite satisfying setup for flying. Also
modifications often end in a never ending story and often the only practical
solution might be the best compromise...
>
> The cooling of the XS is only sufficient for English summers I'm afraid :-)
>
> Roland
> PH-ZTI
> XS TG 914
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458822#458822 [1]
>
Links:
------
[1] http://forums.matronics.com/viewtopic.php?p=458822#458822
[2] http://www.matronics.com/Navigator?Europa-List
[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: Fwd: Returned Mail: Re: Cooling issues XS 914 on the ground |
Roland, I had endless problems with overheating with my 914/XS. Going to
LAA Rally was a nightmare, because sitting in a queue to take off always
led to overheating, needing me to pull out of the queue and shut down. I
then had a Woodcomp SR2000 which is a low twist prop, very much like a
Warp Drive one or pretty much any prop you see on a Rotax 91X. The
problem is that at idling speeds the central part of the prop is in Beta
mode, effectively diverting air from the cooling inlets. When I switched
to a Woodcomp SR3000W the problem was abolished completely, quite apart
from gaining an appreciable amount of performance (equivalent to an
extra 7 horse power). I can now sit in a queue all day if needs be!
Details in the attached paper which appeared in the Europa mag some
years back. Photos are missing but not needed for understanding the
science. Regards, David Joyce, G-XSDJ On 2016-07-28 11:22, Roland wrote:
> Hello, I have the conventional XS cowling with the 914 and overheating might
occur on the ground in high OAT's (25-30C). I've shut down the engine once when
reaching 118C and then I could hear the 50/50 antifreeze boiling lightly. Does
anyone know roughly the temperature gap between the CHT/CT (I only have a CHT
gauge)? I've read on another forum, that increasing to 2700RPM (and switch
to a courser pitch?) brings down the temperature. I also have a water Thermostate
installed, which I'll remove in a first step to lower the CHT-temperatures
on the ground and increase the time until I have to shut down the engine (when
reaching 115C CHT). With this measure I (hopefully) increase the oil temperature
at the same time (oil cooler partly covered by Radiator) so that I can taxi
and take off earlier, since I don't have to wait for the oil to warm. Same
goes after landing regarding the cooling run for the Turbo, when the CHT is creeping
up quickly. What ar
e your
experiences especially without water Thermostate on the ground in high temperatures / measures to avoid overheating? I want to start with simple things before modifying the cooling tunnel, because I "only" have issues on the ground and quite satisfying setup for flying. Also modifications often end in a never ending story and often the only practical solution might be the best compromise... The cooling of the XS is only sufficient for English summers I'm afraid :-) Roland PH-ZTI XS TG 914 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=458822#458822 [1] [1 [1]]
Links:
------
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[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: Cooling issues XS 914 on the ground |
Roland, I had endless problems with overheating with my 914/XS. Going to
LAA Rally was a nightmare, because sitting in a queue to take off always
led to overheating, needing me to pull out of the queue and shut down. I
then had a Woodcomp SR2000 which is a low twist prop, very much like a
Warp Drive one or pretty much any prop you see on a Rotax 91X. The
problem is that at idling speeds the central part of the prop is in Beta
mode, effectively diverting air from the cooling inlets. When I switched
to a Woodcomp SR3000W the problem was abolished completely, quite apart
from gaining an appreciable amount of performance (equivalent to an
extra 7 horse power). I can now sit in a queue all day if needs be!
I tried to attach the paper documenting a detailed comparison of
performance with the two props, which appeared in the Europa mag some
years back, but the list rejected it. However if you google, 'Does
Propeller Twist matter' it comes up top of the options
Regards, David Joyce, G-XSDJ
On 2016-07-28 11:22, Roland wrote:
>
> Hello,
>
> I have the conventional XS cowling with the 914 and overheating might occur on
the ground in high OAT's (25-30C). I've shut down the engine once when reaching
118C and then I could hear the 50/50 antifreeze boiling lightly. Does anyone
know roughly the temperature gap between the CHT/CT (I only have a CHT gauge)?
>
> I've read on another forum, that increasing to 2700RPM (and switch to a courser
pitch?) brings down the temperature. I also have a water Thermostate installed,
which I'll remove in a first step to lower the CHT-temperatures on the ground
and increase the time until I have to shut down the engine (when reaching
115C CHT). With this measure I (hopefully) increase the oil temperature at the
same time (oil cooler partly covered by Radiator) so that I can taxi and take
off earlier, since I don't have to wait for the oil to warm. Same goes after
landing regarding the cooling run for the Turbo, when the CHT is creeping up
quickly.
>
> What are your experiences especially without water Thermostate on the ground
in high temperatures / measures to avoid overheating?
>
> I want to start with simple things before modifying the cooling tunnel, because
I "only" have issues on the ground and quite satisfying setup for flying. Also
modifications often end in a never ending story and often the only practical
solution might be the best compromise...
>
> The cooling of the XS is only sufficient for English summers I'm afraid :-)
>
> Roland
> PH-ZTI
> XS TG 914
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458822#458822 [1]
>
Links:
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[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
| From: | "rampil" <ira.rampil(at)gmail.com> |
I believe the consensus on this forum and from hanging out with Europanauts
for many years has been that the 914 requires modification of the cowl and baffling
to reduce the prevalent overheating issues at low airspeed and high OAT.
I believe Bud Yerly has extensive experience with these modifications.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458827#458827
________________________________________________________________________________
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
| From: | "Roland" <schmidtroland(at)web.de> |
Hi David and Ira,
I guess you are both right, but achieved cooling-improvement on different ways.
David, I well remember our chat on the Europa AGM last year but have to admit,
that I thought of something cheaper than a new Propeller. I even would consider
this, when it would be "only" the money provided it's a reliable solution. But
since my Europa is on the Dutch Register, I'd expect considerable paperwork
with the authorities going along with additional costs. However additional performance
is also tempting :-)
Ira, yes - Bud Yerly has huge knowledge of the Europa cooling modifications and
I know his comprehensive article. Since I can't do much myself and cannot bring
my Europa to his shop, I have to stick to more or less easy solutions like
removing the Thermostate first.
I have already modified the airflow in the tunnel with an aluminum sheet to force
more air through the Radiator and the result is quite good when airborn in
all kind of OATs even in extensive climbs at MTOM. On the other hand I know of
conventional installations (XS-cowling and 914) like the one of Tim Weert from
Holland, who seems to have no cooling issues. The cooling-problem in my Europa
is either not dramatic, since I can run the engine for >10 minutes from start
up until take off in 28C (and that is with a coolant Thermostate which pushes
the temperatures quick to 85C). It's rather the situations like sitting behind
a queue at the holding position - like David described it - when it becomes
uncomfortable with one eye always on the CHT-gauge. At the AERO fare in Friedrichshafen
I positioned my Europa 3 meters behind a Cirrus SR 22 to Keep the
CHT at 115C.
I'll remove the Thermostate first....
Anyway thanks for your advice!
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458828#458828
________________________________________________________________________________
| Subject: | Rain passing through fuel cap |
| From: | "Rick Moss" <Rkwmoss(at)gmail.com> |
Hi all,
After a couple of days parked outside in fairly rainy conditions, a check of the
useless water drains proved negative, however after the following flight I got
2/3rds of a sample tube full of water from the gascolator (and still nothing
from the water drains). Next flight was 2 hrs from Le Touquet to Barton; gascolator
yielded a clear sample.... of 100% water.... and then a further 2/3rds
water sample. I'm impressed with the capacity of the Andair gascolator!
So; my fuel cap clearly lets water into the tank. There doesn't appear to be a
rubber seal of any sort, and I've adjusted the backnut to ensure it fastens tightly,
but there must be a better solution? Any suggestions gratefully received!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458830#458830
________________________________________________________________________________
| From: | Trevor Pond <trevpond(at)aol.com> |
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
Hi
Neville Eyre's cowling a make the engine run a lot cooler on the ground. Give
him a ring and I'm sure he will be pleased to discuss.
When OAT is high I always taxi my 914 Eoropa with coarse pitch set - it certainly
helps.
Regards
Trev
G-LINN
Sent from my iPhone
> On 28 Jul 2016, at 15:18, Roland wrote:
>
>
> Hi David and Ira,
>
> I guess you are both right, but achieved cooling-improvement on different ways.
>
> David, I well remember our chat on the Europa AGM last year but have to admit,
that I thought of something cheaper than a new Propeller. I even would consider
this, when it would be "only" the money provided it's a reliable solution.
But since my Europa is on the Dutch Register, I'd expect considerable paperwork
with the authorities going along with additional costs. However additional
performance is also tempting :-)
>
> Ira, yes - Bud Yerly has huge knowledge of the Europa cooling modifications and
I know his comprehensive article. Since I can't do much myself and cannot bring
my Europa to his shop, I have to stick to more or less easy solutions like
removing the Thermostate first.
>
> I have already modified the airflow in the tunnel with an aluminum sheet to force
more air through the Radiator and the result is quite good when airborn in
all kind of OATs even in extensive climbs at MTOM. On the other hand I know
of conventional installations (XS-cowling and 914) like the one of Tim Weert from
Holland, who seems to have no cooling issues. The cooling-problem in my Europa
is either not dramatic, since I can run the engine for >10 minutes from start
up until take off in 28C (and that is with a coolant Thermostate which pushes
the temperatures quick to 85C). It's rather the situations like sitting behind
a queue at the holding position - like David described it - when it becomes
uncomfortable with one eye always on the CHT-gauge. At the AERO fare in Friedrichshafen
I positioned my Europa 3 meters behind a Cirrus SR 22 to Keep the
CHT at 115C.
>
> I'll remove the Thermostate first....
>
> Anyway thanks for your advice!
>
> Regards
> Roland
> PH-ZTI
> XS TG 914
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458828#458828
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Rain passing through fuel cap |
| From: | david park <dpark748(at)icloud.com> |
There is a rubber sealing ring on my cap.
A Mono is tail down when you check for water in drains so there is no access to
the water when checking.
After flight with tail up it finds the water hence Gascolator.
Dave
Dave Park
> On 28 Jul 2016, at 17:49, Rick Moss wrote:
>
>
> Hi all,
>
> After a couple of days parked outside in fairly rainy conditions, a check of
the useless water drains proved negative, however after the following flight I
got 2/3rds of a sample tube full of water from the gascolator (and still nothing
from the water drains). Next flight was 2 hrs from Le Touquet to Barton; gascolator
yielded a clear sample.... of 100% water.... and then a further 2/3rds
water sample. I'm impressed with the capacity of the Andair gascolator!
>
> So; my fuel cap clearly lets water into the tank. There doesn't appear to be
a rubber seal of any sort, and I've adjusted the backnut to ensure it fastens
tightly, but there must be a better solution? Any suggestions gratefully received!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458830#458830
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Kevin Challis <cakeykev(at)gmail.com> |
| Subject: | Re: Rain passing through fuel cap |
A circle of sign vinyl over the cap when left outside. Not very fancy but it works.
It does leave some sticky residue but a little fuel on a cloth cleans it
up. I keep a few in my flight bag.
Kevin Challis
G ODJG
> On 28 Jul 2016, at 18:49, Rick Moss wrote:
>
>
> Hi all,
>
> After a couple of days parked outside in fairly rainy conditions, a check of
the useless water drains proved negative, however after the following flight I
got 2/3rds of a sample tube full of water from the gascolator (and still nothing
from the water drains). Next flight was 2 hrs from Le Touquet to Barton; gascolator
yielded a clear sample.... of 100% water.... and then a further 2/3rds
water sample. I'm impressed with the capacity of the Andair gascolator!
>
> So; my fuel cap clearly lets water into the tank. There doesn't appear to be
a rubber seal of any sort, and I've adjusted the backnut to ensure it fastens
tightly, but there must be a better solution? Any suggestions gratefully received!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458830#458830
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Rain passing through fuel cap |
| From: | david park <dpark748(at)icloud.com> |
Europa do a cover that covers to rear of filler
Dave
Dave Park
> On 28 Jul 2016, at 19:36, Kevin Challis wrote:
>
>
> A circle of sign vinyl over the cap when left outside. Not very fancy but it
works. It does leave some sticky residue but a little fuel on a cloth cleans it
up. I keep a few in my flight bag.
>
> Kevin Challis
> G ODJG
>
>
>
>> On 28 Jul 2016, at 18:49, Rick Moss wrote:
>>
>>
>> Hi all,
>>
>> After a couple of days parked outside in fairly rainy conditions, a check of
the useless water drains proved negative, however after the following flight
I got 2/3rds of a sample tube full of water from the gascolator (and still nothing
from the water drains). Next flight was 2 hrs from Le Touquet to Barton;
gascolator yielded a clear sample.... of 100% water.... and then a further 2/3rds
water sample. I'm impressed with the capacity of the Andair gascolator!
>>
>> So; my fuel cap clearly lets water into the tank. There doesn't appear to be
a rubber seal of any sort, and I've adjusted the backnut to ensure it fastens
tightly, but there must be a better solution? Any suggestions gratefully received!
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=458830#458830
>
>
>
>
>
________________________________________________________________________________
| From: | "Bob Harrison" <ptag.dev(at)tiscali.co.uk> |
| Subject: | Rain passing through fuel cap |
Hi!all,
I have had a similar experience with water in the fuel tank especially when
parked outside in continuous rain. My investigations discovered a
discrepancy between differing cap diameters and filler necks. I recommend
checks be carried out on your pairs.
AS an added precaution I apply electricians tape over the entire cap and
have had no incidents since.
The water drain pick up pipe end needs to be at the rear edges of the fuel
tank for monowheel tanks ( unless you do a water check with the tail held
high . Or the front edges of the tank for a trike standing on level ground.)
I too have been very impressed with the Andair mini gascolators and have one
on each tank outlet.
Regards
Bob Harrison G-PTAG.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of david park
Sent: 28 July 2016 18:30
Subject: Re: Europa-List: Rain passing through fuel cap
There is a rubber sealing ring on my cap.
A Mono is tail down when you check for water in drains so there is no access
to the water when checking.
After flight with tail up it finds the water hence Gascolator.
Dave
Dave Park
> On 28 Jul 2016, at 17:49, Rick Moss wrote:
>
>
> Hi all,
>
> After a couple of days parked outside in fairly rainy conditions, a check
of the useless water drains proved negative, however after the following
flight I got 2/3rds of a sample tube full of water from the gascolator (and
still nothing from the water drains). Next flight was 2 hrs from Le Touquet
to Barton; gascolator yielded a clear sample.... of 100% water.... and then
a further 2/3rds water sample. I'm impressed with the capacity of the Andair
gascolator!
>
> So; my fuel cap clearly lets water into the tank. There doesn't appear to
be a rubber seal of any sort, and I've adjusted the backnut to ensure it
fastens tightly, but there must be a better solution? Any suggestions
gratefully received!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458830#458830
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Rain passing through fuel cap |
| From: | "Rick Moss" <Rkwmoss(at)gmail.com> |
All good info, thanks.
I was debating covering the opening with cling film, and then applying a bead of
high modulus sikaflex around the mating faces of the tank cap, then loosely
fitting it in position before it sets. Theory being that it will make a fuel proof
rubber seal that will remain on the cap and not adhere to the airframe as
it sets.
I'm slightly concerned about the risk of sikaflex'ing my fuel cap in though...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458844#458844
________________________________________________________________________________
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
| From: | "zwakie" <mz(at)cariama.nl> |
Hi Roland,
Roland wrote:
> ...that I thought of something cheaper than a new propeller. I even would consider
this, when it would be "only" the money provided it's a reliable solution.
But since my Europa is on the Dutch register, I'd expect considerable paperwork
with the authorities going along with additional costs.
This might be easier than you might think: if I remember correctly, PH-DIY has
this engine/prop combination (2-blade version I think).
Roland wrote:
> ...I have to stick to more or less easy solutions like removing the thermostate
first.
How is removing the water thermostat going to help? With CT temps over 85C it's
wide open, isn't it? With CHT's way up high, it is fair to assume that CT temps
are well above 85C. I would not expect you're getting more coolant to flow
by removing the thermostat and don't see how this is going to help you to bring
the CHT's down...
One option you could consider, but only worthwhile looking at if you your oil-temps
are 'well below' red-line: an oil-water heat exchanger. This would allow
you to use the excess cooling capacity of your oil radiator to bring down CHT
indirectly (additional benefit of this approach a.o. is your oil temp will be
above 50C quicker after startup)
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458847#458847
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
Roland, I would not for a moment knock the benefits of having better
designed cowlings and internal cooling air flow arrangements. If I were
starting again I would go down that course as well as having a high
twist prop. The most impressive cowling design I have come across is the
beautiful one Nigel Graham has produced for his Callisto Europa variant.
However as a fix, a high twist prop seems comparitively cheap and easy
(Dutch authorities apart!) and has the added benefit of improved
performance.
For interest I have worked out the 'natural air flow rate' past the tip
and 1/3 radius points of my two props when they are idling in fine pitch
at 1700 engine rpm:
Low twist tip (31 deg) 69kts 1/3 R (43 deg) 35.7 kts
High twist Tip (23 deg) 49kts 1/3 R (49 deg) 44.2kts
You will see that the low rwist blade is trying to produce an airflow at
its tip almost twice that at its inner part, whereas the flow on the
high twist blade is relatively unifofm along its length. I am not an
aerodynamicist, so cannot say just what effect that might have, but
would be surprised if it does not result in a significant diversion of
air flow out from the central portion which of course contains the
colling air inlets. These figures are for the Woodcomp props, but Warp
Drive and other low twist blades must provide very similar results.
Regards, David Joyce, GXSDJ
On 2016-07-28 23:20, zwakie wrote:
>
> Hi Roland,
>
> Roland wrote:
>
>> ...that I thought of something cheaper than a new propeller. I even would consider
this, when it would be "only" the money provided it's a reliable solution.
But since my Europa is on the Dutch register, I'd expect considerable paperwork
with the authorities going along with additional costs.
>
> This might be easier than you might think: if I remember correctly, PH-DIY has
this engine/prop combination (2-blade version I think).
>
> Roland wrote:
>
>> ...I have to stick to more or less easy solutions like removing the thermostate
first.
>
> How is removing the water thermostat going to help? With CT temps over 85C it's
wide open, isn't it? With CHT's way up high, it is fair to assume that CT temps
are well above 85C. I would not expect you're getting more coolant to flow
by removing the thermostat and don't see how this is going to help you to bring
the CHT's down...
>
> One option you could consider, but only worthwhile looking at if you your oil-temps
are 'well below' red-line: an oil-water heat exchanger. This would allow
you to use the excess cooling capacity of your oil radiator to bring down CHT
indirectly (additional benefit of this approach a.o. is your oil temp will be
above 50C quicker after startup)
>
> --------
> Marcel Zwakenberg
> XS TG || 912ULS || PH-SBR
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458847#458847 [1]
>
Links:
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[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
| From: | "Roland" <schmidtroland(at)web.de> |
Hello Marcel,
removing the thermostat brings the benefit, that I can taxi earlier (with much
lower CHTs) after engine start, because the radiator, which will then warm up
immediately also warms the oil cooler, that is mounted behind it - so I shorten
the time waiting for the oil temps to rise. Now I have >50C CHT when I start
taxi with the oil at 30C.
The same at the holding position, where I expect the CHTs to be close to the oil
temperatures. When I'm ready for departure with 75C oil/water temps, I have
a margin of 40C until I'd have to shut down at 115C. That's also quite some time.
The oil/water exchanger is generally a brilliant idea, but only with ample cooling
reserves, which I don't have unfortunately.
As for the efforts with the Dutch CAA - there isn't a Europa Trigear flying with
the Woodcomp SR 3000 W AFAIK (Frans Feldmann has the 2-bladed). For the "glijkstelling"
this is required IIRC. And the MTOM has to be 656 kg as well. However
I also think it's doable with the ILENT...
David, I've read your interesting article now and it seems the biggest benefit
is in cooling rather than performance, although I wouldn't sniff at a couple of
knots either. I asked my Dutch mechanic, who is also a Woodcomp dealer and he
estimated the Price in the region of 4500 EUR, but will check the exect Price
for me (anyone want an Airmster for 4000 EUR ;-) ?
A Belgian Europa friend has mounted a cooling flap in the lower cowling in front
of the Radiator which also works pretty well he says.
He also recommended this cooling fluid http://www.sm-sport.de/Oele-Pflege/Sonstiges/Denicol-Sub-Zero-Water-Cooler-2-Liter-Kuehlfluessigkeit.htm?SessionId=&a=article&ProdNr=D180-1432&p=601 , which also seems to drop the temperatures a bit.
Many food for thought - thanks again friends!
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458862#458862
________________________________________________________________________________
| From: | Karl Heindl <kheindl(at)msn.com> |
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
Roland,
A couple of notes about Woodcomp. Frans Veldman has the long bladed SR3000/
2W, the
same as my own ( I was the first to use one). It necessitates the raising o
f the nose gear
by 50 mm, a fairly simple and inexpensive mod. Mine also has the feathering
(glijkstelling?)
option.
I have no idea which control instruments would be available, because Smarta
vionics no
longer supply theirs. The original dual instrument from Woodcomp did not wo
rk for me
at all.
Karl
________________________________
From: owner-europa-list-server(at)matronics.com <owner-europa-list-server@matr
onics.com> on behalf of Roland
Sent: 29 July 2016 10:41:42
Subject: Europa-List: Fwd: Re: Cooling issues XS 914 on the ground
Hello Marcel,
removing the thermostat brings the benefit, that I can taxi earlier (with m
uch lower CHTs) after engine start, because the radiator, which will then w
arm up immediately also warms the oil cooler, that is mounted behind it - s
o I shorten the time waiting for the oil temps to rise. Now I have >50=C2
=B0C CHT when I start taxi with the oil at 30=C2=B0C.
The same at the holding position, where I expect the CHTs to be close to th
e oil temperatures. When I'm ready for departure with 75=C2=B0C oil/water t
emps, I have a margin of 40=C2=B0C until I'd have to shut down at 115=C2=B0
C. That's also quite some time.
The oil/water exchanger is generally a brilliant idea, but only with ample
cooling reserves, which I don't have unfortunately.
As for the efforts with the Dutch CAA - there isn't a Europa Trigear flying
with the Woodcomp SR 3000 W AFAIK (Frans Feldmann has the 2-bladed). For t
he "glijkstelling" this is required IIRC. And the MTOM has to be 656 kg as
well. However I also think it's doable with the ILENT...
David, I've read your interesting article now and it seems the biggest bene
fit is in cooling rather than performance, although I wouldn't sniff at a c
ouple of knots either. I asked my Dutch mechanic, who is also a Woodcomp de
aler and he estimated the Price in the region of 4500 EUR, but will check t
he exect Price for me (anyone want an Airmster for 4000 EUR ;-) ?
A Belgian Europa friend has mounted a cooling flap in the lower cowling in
front of the Radiator which also works pretty well he says.
He also recommended this cooling fluid http://www.sm-sport.de/Oele-Pflege/S
onstiges/Denicol-Sub-Zero-Water-Cooler-2-Liter-Kuehlfluessigkeit.htm?Sessio
nId=&a=article&ProdNr=D180-1432&p=601 , which also seems to drop t
he temperatures a bit.
Many food for thought - thanks again friends!
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=458862#458862
________________________________________________________________________________
| Subject: | Re: Fwd: Re: Cooling issues XS 914 on the ground |
| From: | "Roland" <schmidtroland(at)web.de> |
Hello Karl,
I was envious about the design of Frans's and Ilona's (BTW where are they??) cooling
tunnel, which can be lowered completely into the airflow. From what I've
read about the Woodcomp Prop I now suspect it's the main contributer to the cooling
efficiency of their plane. On the other hand I remember, that Frans had
a lot of head scratching due to cooling issues despite using the Woodcomp in
the beginning of the flight testing of PH-DIY. He admired the guys in the Dimona
TTC doing airtows in hot weather all day long.
To be fair, I'm generally very satisfied with the Airmaster and Martin is great
in supporting if any problems come up. Also the controller is trouble free in
operation (I have the full feather option as well). With the Warp Drive blades
you can mowe the high grass at the airfield :-)
Airmaster also provide new Whirlwind blades, which can be used on the AP332 hub
with some modifications. But I don't know their contribution to airflow/cooling
yet, only heard that they also add some knot's to Speed.
Regards
Roland
PH-ZTI
XS TG 914
July 02, 2016 - July 29, 2016
Europa-Archive.digest.vol-my