Europa-Archive.digest.vol-eo
February 07, 2005 - February 26, 2005
lock were frozen or such, and the keychain electronics went south, you
can't even break into your own car. One of several
standard-equipment, security systems will, beyond flashing/aural
alarms, disable the engine. And I have never figured out the sequence
of things that I do leaving the vehicle in my own garage, where most
times on next drive I merely open the door; other days its Hal 2004
computer has locked the doors, I guess overnight!
www.nytimes.com/2005/02/06/automobiles/06AUTO.html
Reg,
Fred F.
________________________________________________________________________________
From: | "Ron Jones" <jronjones(at)lineone.net> |
Hi Paul,
I would be delighted to demonstrate my Europa XS if you would care to pop up
to Sleap in your C150.
My aeroplane is fitted with the engine God intended (need I say, it's a
Rotax912S?) and I don't think you would complain at the lack of smoothness
nor at the low fuel consumption!
Fitting any engine other than the Rotax will cause more work and hassle and
the factory can supply everything you will need to do so. One stop shopping
must make for an easier build.
Give me a call if you would like to be impressed!
Regards,
Ron Jones.(G-RJWX)
________________________________________________________________________________
From: | "Dean Seitz" <daseitz(at)cfl.rr.com> |
Subject: | 6'4" and 220 pounds |
You can always do the high top mod. That's what I did. Gives you about 2"
more headroom.
Dean Seitz
A284 N284A
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Boulet
Subject: Europa-List: 6'4" and 220 pounds
Hi all;
will a person 6 foot, 4 inches and 220 pounds fit into
an XS comfortably? Thanks
Paul Boulet, N914PB
________________________________________________________________________________
From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
All
Does anyone know of or have contact information for a John Miller in Newark,
DE. ?
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
I'm going flying tomorrow !!!!
________________________________________________________________________________
From: | "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk> |
Subject: | Gascolator access hatch |
Hi all,
I plan to install an Andair gascolator somewhere under the rear baggage bay.
I don't fancy the conventional Europa type access hatch with 4 screws to undo
every time I need to check the filter bowl. It appears to me that any hatch would
need to be a fair size, big enough to comfortably get your fingers in to
release the safety clip and locking pin.
Does anyone know if the PFA would accept a 'quick release' hinged panel in this
area of the structure, something similar (but bigger) to the dipstick access
hatch on the cowling? Has anyone already got an approved Mod they would be prepared
to share?
Brian Hutchinson
Lincolnshire
357 mono 912s Airmaster
No forecast finish date yet, but I think I'm now in the last 5 years!
________________________________________________________________________________
From: | "Ron Jones" <jronjones(at)lineone.net> |
Subject: | Re: Gascolator access hatch |
Hi Brian,
I didn't like the idea of a hatch for access to my Andair watsit, either. I
therefore made a tube by wrapping four plys of bid around the tubing left
over from the aileron push-rods. (The tube was well waxwd first, of course!)
The GRP tube is exactly the right inside diam to take a standard fuel
check/tester (the clear plastic sort).
I bonded the tube directly under the Andair which is fitted with the usual
T-shaped drain/test valve.
All I have to do now is bend down, pop the tester up the tube and push to
take a sample!
Hope this helps,
Regds,
Ron Jones.
________________________________________________________________________________
From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
Subject: | Long / Short wing ASI? |
I have a Winter ASI with Short Wing markings.
What have others done when switching to Long Wings to satisfy DAR?
Thx.
Ron Parigoris
________________________________________________________________________________
Subject: | Propeller Diameter |
From: | "Fred R. Klein" <fklein(at)orcasonline.com> |
Hi yu All,
After checking the Archive, it appears that most trigear Europas are flying
with a 3 blade 64" diameter C/S propeller.
I'm still unclear as to whether or not the 64" diameter is appropriate for
the XS mono due to difference in ground clearance.
Can anyone confirm?..or advise on a smaller (say 62") C/S prop for the mono!
Sorry for this elementary question, but I go by the mantra that the only
stupid question is that which is not asked.
Fred
A194
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: Gascolator access hatch |
Hi all,
The only comment I would make is that I had a lot of trouble with debris
getting under the seat of the seal and I could never stop the darn thing
dripping. I never use the drain valve any more, I just take the bowl off
the bottom empty it out and put it back.
regards, Paul
> Hi Brian,
> I didn't like the idea of a hatch for access to my Andair watsit, either.
> I
> therefore made a tube by wrapping four plys of bid around the tubing left
> over from the aileron push-rods. (The tube was well waxwd first, of
> course!)
> The GRP tube is exactly the right inside diam to take a standard fuel
> check/tester (the clear plastic sort).
> I bonded the tube directly under the Andair which is fitted with the usual
> T-shaped drain/test valve.
> All I have to do now is bend down, pop the tester up the tube and push to
> take a sample!
>
> Hope this helps,
> Regds,
> Ron Jones.
>
>
________________________________________________________________________________
From: | "Fred Fillinger" <n3eu(at)comcast.net> |
Subject: | Re: Long / Short wing ASI? |
> I have a Winter ASI with Short Wing markings.
>
> What have others done when switching to Long Wings to satisfy DAR?
>
> Thx.
> Ron Parigoris
The DAR/ FAA signoff is essentially permission to go flight test for
40 hours to see what the various airspeed limits are, among everything
else. It should make no difference that it's a kit, and the kit mfr
has specified numbers. Maybe your flaps are reflexed a bit. And you
have to determine installation error and instrument accuracy. In the
interest of safety, we should have the right to determine exact stall
speeds. Per the Advisory Circular for homebuilts, (AC 20-27??), the
listing of the required markings/placards further does not mention
ASI.
This doesn't mean one might mark the instrument per Europa during
construction, but only that FAA cannot make you do that.
Reg,
Fred F.
________________________________________________________________________________
Subject: | Re: Gascolator access hatch |
From: | "Fred R. Klein" <fklein(at)orcasonline.com> |
Can't the gascolator be mounted so that the push up drain valve simply
extends thru the underside of the fuselage, albeit w/ a possible split
fairing fore and aft for those who are hypersensitive to parasitic drag?
Fred
A194
________________________________________________________________________________
From: | Kevin And Ann Klinefelter <kevann(at)verizon.net> |
Subject: | Re: Gascolator access hatch |
Yes, but then if you belly in you may break the valve off and spark a fire.
Kevin
A211
Fred R. Klein wrote:
>
>Can't the gascolator be mounted so that the push up drain valve simply
>extends thru the underside of the fuselage, albeit w/ a possible split
>fairing fore and aft for those who are hypersensitive to parasitic drag?
>
>Fred
>A194
>
>
>
>
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Propeller Diameter |
A listing of UK prop sizes is shown at
http://www.pfa.org.uk/engineering_services/propeller_substitution.asp
then click on
PFA Information Letter 36
and scroll down to page 14 + 15.
The largest shown is 66" (G-OSLD, 914 tri). I wonder if it performs any
better?
Duncan McF.
----- Original Message -----
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Subject: Europa-List: Propeller Diameter
>
> Hi yu All,
>
> After checking the Archive, it appears that most trigear Europas are
flying
> with a 3 blade 64" diameter C/S propeller.
>
> I'm still unclear as to whether or not the 64" diameter is appropriate for
> the XS mono due to difference in ground clearance.
>
> Can anyone confirm?..or advise on a smaller (say 62") C/S prop for the
mono!
>
> Sorry for this elementary question, but I go by the mantra that the only
> stupid question is that which is not asked.
>
> Fred
> A194
>
>
________________________________________________________________________________
From: | Terry Seaver <terrys(at)cisco.com> |
Subject: | high compression |
Hi all,
We have a Europa XS with Rotax 912S that has been flying about 400
hours. During our annual inspections we have been taking the cylinder
compressions using an automotive compression tester. The first two
inpections found the compression to be about 180 psi per cylinder.
during the last inspection (about 10 months ago) the compression
readings went up about 15-20 psi. At the time we thought this was
probably the fault of the compression gauge, but now wonder if it might
instead be real.
We have had more difficult starting this past year or two than
when the plane/engine were new. We have changed plugs, balanced carbs,
dissasmbled and cleaned the carbs, and installed a new battery, all to
no avail. I wonder if it could be the increased compression causing
starting problems. Also, aren't you more likely to get detonation as
the compression goes up?
If/when carbon and/or lead deposits build up on the head and
pistons, the compression will go up. We have heard back yard mechanic
stories about pouring water or ATF (automatic trans fluid) down the carb
while the engine is running to clear the deposits out. An auto mechanic
friend says higher compression from carbon deposits can make a car fail
a smog test (nitrous oxide emissions), and is fixed by filling the
cylinders with a special cleaner overnight, then running some more thru
the carb the next day.
Has anyone seen their Rotax compression go up?
If so, did it start harder, and what did you do to fix it?
regards,
Terry Seaver
A135 / N135TD
________________________________________________________________________________
From: | "Jerry Rehn" <rehn(at)rockisland.com> |
Subject: | Re: Propeller Diameter |
Fred,64 inch is what I have. Provided by Airmaster. I understood that is
what performed best during their tests.
Jerry 914 XS Mono
----- Original Message -----
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Subject: Europa-List: Propeller Diameter
>
>
> Hi yu All,
>
> After checking the Archive, it appears that most trigear Europas are
> flying
> with a 3 blade 64" diameter C/S propeller.
>
> I'm still unclear as to whether or not the 64" diameter is appropriate for
> the XS mono due to difference in ground clearance.
>
> Can anyone confirm?..or advise on a smaller (say 62") C/S prop for the
> mono!
>
> Sorry for this elementary question, but I go by the mantra that the only
> stupid question is that which is not asked.
>
> Fred
> A194
>
>
>
________________________________________________________________________________
From: | "Kingsley Hurst" <hurstkr(at)growzone.com.au> |
Subject: | Replacement Fuel Hose |
All,
I am contemplating exchanging the Europa supplied fuel hoses with
automotive fuel injection hose to SAE30R9 specification.
This hose does not have any SS braiding so could others tell me what
they have done to protect unbraided hose in the wheel well of their
monos please.
Any ideas gratefully received thanks.
Kingsley
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: Replacement Fuel Hose |
Kingsley,
With a bit of patience you can get the braid off the old hose and thread it
onto the new stuff. Just put on some leather gloves, it will only take an
hour or so.
Paul
----- Original Message -----
From: "Kingsley Hurst" <hurstkr(at)growzone.com.au>
>
> I am contemplating exchanging the Europa supplied fuel hoses with
> automotive fuel injection hose to SAE30R9 specification.
>
> This hose does not have any SS braiding so could others tell me what
> they have done to protect unbraided hose in the wheel well of their
> monos please.
>
> Any ideas gratefully received thanks.
>
> Kingsley
>
________________________________________________________________________________
From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
Subject: | Baltics / Colditz Trip. Late June |
We have had suggestions for organizing a 6 or 7 day trip for the last week in June
starting the 18th / 19th.
This trip would take in the Baltic states, via Latvia, Estonia, etc., and would
allow a full day at Colditz.
Jeremy Davey has a colleague (Garsham Robertson) who could get us to bits of the
Castle you don't usually see. An opportunity too good to miss. Both Jeremy and
Garsham would be looking for a ride.
I am going to be very short of time in the coming months, so I would be grateful
if some one else could this trip together.
Don't all rush at once!
Cheers Bryan Allsop.; Events co-coordinator
PS. apart from the trips published already, are there any other plans being made
for Europa club trips?
________________________________________________________________________________
From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
Subject: | high compression |
>Has anyone seen their Rotax compression go up?
If so, did it start harder, and what did you do to fix it?<
I have not checked them.
However there are many of us finding that the starting problem is due to
the starter motor not being powerful enough. Those who have upgraded the
starter seem to have solved the problem.
Nigel Charles
________________________________________________________________________________
From: | "Tim Weert" <tim.weert(at)hccnet.nl> |
Subject: | Re: Gascolator access hatch |
Hi Brian,
I bought G-KITZ from Redman Nichols. She's equipped with a gascolator. The
plane has a quick access door below the gascolator fitted under the port
hatch. It's easy to open the accessdoor from the port side below the port
flap to drain the bowl. Around the accesdoor, fitted in the bottom of the
fuselage a 1,5 cm high strip from glass and epoxy is glued around the window
to avoid certain rest fuel drops could flow in the fuselage after draining.
This airplane was approved by your UK-PFA organisation. I am sure Europa
2004 will be able to give you the data you need because Andy flew her many
hours.
Regards,
Tim.
Heerhugowaard,
PH-JAI
460 XS TG 914UL Airmaster
----- Original Message -----
From: "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk>
Subject: Europa-List: Gascolator access hatch
>
>
> Hi all,
> I plan to install an Andair gascolator somewhere under the rear baggage
> bay. I don't fancy the conventional Europa type access hatch with 4 screws
> to undo every time I need to check the filter bowl. It appears to me that
> any hatch would need to be a fair size, big enough to comfortably get your
> fingers in to release the safety clip and locking pin.
> Does anyone know if the PFA would accept a 'quick release' hinged panel in
> this area of the structure, something similar (but bigger) to the dipstick
> access hatch on the cowling? Has anyone already got an approved Mod they
> would be prepared to share?
>
> Brian Hutchinson
> Lincolnshire
> 357 mono 912s Airmaster
> No forecast finish date yet, but I think I'm now in the last 5 years!
>
>
>
________________________________________________________________________________
From: | Richard Holder <rholder(at)avnet.co.uk> |
Subject: | Re: Gascolator access hatch |
> I bought G-KITZ from Redman Nichols. She's equipped
> with a gascolator. The plane has a quick access door
> below the gascolator fitted under the port hatch. It's
> easy to open the accessdoor from the port side below
> the port flap to drain the bowl. Around the accesdoor,
> fitted in the bottom of the fuselage a 1,5 cm high
> strip from glass and epoxy is glued around the window
> to avoid certain rest fuel drops could flow in the
> fuselage after draining.
> This airplane was approved by your UK-PFA organisation.
> I am sure Europa 2004 will be able to give you the data
> you need because Andy flew her many hours.
I suspect that no non-Europa PFA person saw it at all and
that all the mods on it are factory experiments, "tests of
future factory mods" under some type of "factory
exemption". G-KITZ flew from day 1 with the dual brake
master cylinder for finger brakes and the Mod (65 ?) only
came out 2 (?) years later.
So - yes the mods were signed off by a PFA inspector (Andy
or Neville) but I am sure there is no PFA documentation
associated with any of them.
As a matter of interest is there a nice hole in the
firewall to get access behind the panel ? And if so what
are its construction details and size ?
Of course this is only surmise and I may be completely
wrong :-)
Richard
+++++++++++++++++++++++++++++
G-OWWW Europa Tri-Gear, High Cross
+++++++++++++++++++++++++++++
________________________________________________________________________________
From: | "G-IANI" <g-iani(at)ntlworld.com> |
Subject: | Gascolator access hatch |
"As a matter of interest is there a nice hole in the
firewall to get access behind the panel ? And if so what
are its construction details and size ?
Of course this is only surmise and I may be completely
wrong :-)"
Yes Richard you are wrong. G-KITZ did not have an access panel through the
fire wall (and I have the pictures to prove it). There are better and safer
ways of access to the panel.
Ian Rickard #505 G-IANI XS Trigear
Europa Club Assistant Mods Rep
e-mail mods(at)europaclub.org.uk
or direct g-iani(at)ntlworld.com
________________________________________________________________________________
From: | "Fred Fillinger" <n3eu(at)comcast.net> |
Subject: | Re: high compression |
>
> ...During our annual inspections we have been
> taking the cylinder compressions using an automotive
> compression tester. The first two inpections found the
> compression to be about 180 psi per cylinder. during the
> last inspection (about 10 months ago) the compression
> readings went up about 15-20 psi.
There's many variables in that test, but not in the differential
compression test which is universal in the airplane service biz. That
test gives you something to track trends, and even spot potential
problems coming. Well mostly, but what comes out of an automotive
style test can be more meaningless, more often. The spark-plug hole
fitting can be fabricated from an old spark plug and air-hose male
coupler, but think I saw a Rotax version in some catalogue.
Reg,
Fred F.
________________________________________________________________________________
From: | "Curtis Jaussi" <jaussi(at)ubtanet.com> |
Likewise; is there anyone out there flying with, has purchased, or is
considering the Quinti Prop?
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fred R.
Klein
Subject: Europa-List: C/S propellers
Hi All,
Is there anyone out there who either:
- is flying with an IVOPROP?
- has purchased one? or
- has considered selecting it and decided against doing so?..
and would be willing to share their thoughts?
Fred
A194
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Subject: | Re: Propeller Diameter |
Fred, I was told by Europa that 1625mm/64" was the biggest diameter they
would advise for the mono XS and PFA said that this was also the maximum
they would agree to. Most seem to be flying with 1600mm/63" or smaller, and
ground strikes on uneven ground are not that uncommon. Regards David Joyce,
G-XSDJ + 1600mm Kremen C/S
----- Original Message -----
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Subject: Europa-List: Propeller Diameter
>
> Hi yu All,
>
> After checking the Archive, it appears that most trigear Europas are
flying
> with a 3 blade 64" diameter C/S propeller.
>
> I'm still unclear as to whether or not the 64" diameter is appropriate for
> the XS mono due to difference in ground clearance.
>
> Can anyone confirm?..or advise on a smaller (say 62") C/S prop for the
mono!
>
> Sorry for this elementary question, but I go by the mantra that the only
> stupid question is that which is not asked.
>
> Fred
> A194
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> _______________________________________________________________________
>
>
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Subject: | Re: Propeller Diameter |
Fred, I was told by Europa that 1625mm/64" was the biggest diameter they
would advise for the mono XS and PFA said that this was also the maximum
they would agree to. Most seem to be flying with 1600mm/63" or smaller, and
ground strikes on uneven ground are not that uncommon. Regards David Joyce,
G-XSDJ + 1600mm Kremen C/S
----- Original Message -----
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Subject: Europa-List: Propeller Diameter
>
> Hi yu All,
>
> After checking the Archive, it appears that most trigear Europas are
flying
> with a 3 blade 64" diameter C/S propeller.
>
> I'm still unclear as to whether or not the 64" diameter is appropriate for
> the XS mono due to difference in ground clearance.
>
> Can anyone confirm?..or advise on a smaller (say 62") C/S prop for the
mono!
>
> Sorry for this elementary question, but I go by the mantra that the only
> stupid question is that which is not asked.
>
> Fred
> A194
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> _______________________________________________________________________
>
>
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Subject: | Re: Baltics / Colditz Trip. Late June |
Brian, I am v. interested in the sound of this trip and wouldn't mind being
involved in its organisation, but having next to no German, no Russian and
not having been on any of the Baltic trips before I feel there is almost
certainly someone better qualified to do it.
I am also prepared to organise another 'Tour de France' designed for
stress free flying (as long as folk remember to keep their engines topped up
with oil and water!), to suit wives, channel virgins and bon viveurs. Is
there a sensible slot in the summer's program?
Regards, David
----- Original Message -----
From: "Bryan Allsop" <bryan(at)blackballclub.com>
Subject: Europa-List: Baltics / Colditz Trip. Late June
>
> We have had suggestions for organizing a 6 or 7 day trip for the last week
in June starting the 18th / 19th.
> This trip would take in the Baltic states, via Latvia, Estonia, etc., and
would allow a full day at Colditz.
>
> Jeremy Davey has a colleague (Garsham Robertson) who could get us to bits
of the Castle you don't usually see. An opportunity too good to miss. Both
Jeremy and Garsham would be looking for a ride.
>
> I am going to be very short of time in the coming months, so I would be
grateful if some one else could this trip together.
>
> Don't all rush at once!
>
> Cheers Bryan Allsop.; Events co-coordinator
>
> PS. apart from the trips published already, are there any other plans
being made for Europa club trips?
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> _______________________________________________________________________
>
>
________________________________________________________________________________
Subject: | Baltics / Colditz Trip. Late June |
Brian
I would be interested in coming on this trip, but would not be able to
help organise it due to my work commitments. However at the risk of
being thrown out of the Europa fraternity I have to confess to having
just purchased a Rockwell 112TC. For winter IFR flight only of course.
It also means that Kate wont keep "nicking" the aircraft and leaving me
the car..!
The point of this story is that if others were prepared to fly in a
"none Europa" then I would be happy to bring that one along as well,
giving us three empty seats. Let me know if its of use.
Alan
Ps The downside is they would have to fly with a "female" commercial
pilot (who should be in the **** kitchen..!)
PPS Contact me off list about the M.P.G. as I have it here for you.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Bryan
Allsop
Subject: Europa-List: Baltics / Colditz Trip. Late June
-->
We have had suggestions for organizing a 6 or 7 day trip for the last
week in June starting the 18th / 19th. This trip would take in the
Baltic states, via Latvia, Estonia, etc., and would allow a full day at
Colditz.
Jeremy Davey has a colleague (Garsham Robertson) who could get us to
bits of the Castle you don't usually see. An opportunity too good to
miss. Both Jeremy and Garsham would be looking for a ride.
I am going to be very short of time in the coming months, so I would be
grateful if some one else could this trip together.
Don't all rush at once!
Cheers Bryan Allsop.; Events co-coordinator
PS. apart from the trips published already, are there any other plans
being made for Europa club trips?
________________________________________________________________________________
From: | "Tim Weert" <tim.weert(at)hccnet.nl> |
Subject: | Re: Gascolator access hatch |
> As a matter of interest is there a nice hole in the
> firewall to get access behind the panel ? And if so what
> are its construction details and size ?
The access door for the gascolator is fitted behind the cockpit module close
to the fuelpumps. That's left from the batery compartment. (At the other
side below a wooden panel fitted with 4 bolts. If you're interested , I can
sent you a few pictures via email of the construction in PH-JAI (G-KITZ).
It's relative easy to reach just below the port flap. It's NOT in the
firewall. Making doors into the firewall will reduce the time it's able to
fight a engine fire, so it may be better to leave it as it is.
The acces door is the same sise (diam. 130 mm.) as the doors fitted to check
engine oil and coolant.
Regards, Tim.
Heerhugowaard,
PH-JAI
460 XS TG 914UL Airmaster
________________________________________________________________________________
From: | "Tim Ward" <ward.t(at)xtra.co.nz> |
Subject: | Re: Gascolator access hatch |
Hi,
I fitted my gascolator on the inspection panel itself with the drain coming
through it. Fitted behind the fuel pump and cockpit module. To inspect it,
simply unscrew the panel and allow it to drop down and then you have access
to the mounting bracket it is connected to on the panel. Unscrew it from the
mounting bracket and take the panel away to gain access to the bowl. That
way it is easy as you do not have to unscew the back baggage bulkhead to get
at it and also, more importantly, it is outside to inspect so no fuel gets
into the aircraft.
Cheers,
Tim
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8005
New Zealand.
Ph +64 3 3515166
Mobile 021 0640221
ward.t(at)xtra.co.nz
----- Original Message -----
From: "Tim Weert" <tim.weert(at)hccnet.nl>
Subject: Re: Europa-List: Gascolator access hatch
>
>> As a matter of interest is there a nice hole in the
>> firewall to get access behind the panel ? And if so what
>> are its construction details and size ?
>
> The access door for the gascolator is fitted behind the cockpit module
> close
> to the fuelpumps. That's left from the batery compartment. (At the other
> side below a wooden panel fitted with 4 bolts. If you're interested , I
> can
> sent you a few pictures via email of the construction in PH-JAI (G-KITZ).
> It's relative easy to reach just below the port flap. It's NOT in the
> firewall. Making doors into the firewall will reduce the time it's able to
> fight a engine fire, so it may be better to leave it as it is.
>
> The acces door is the same sise (diam. 130 mm.) as the doors fitted to
> check
> engine oil and coolant.
>
> Regards, Tim.
> Heerhugowaard,
> PH-JAI
> 460 XS TG 914UL Airmaster
>
>
>
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: C/S propellers |
Who? What? Which?
Duncan McF.
----- Original Message -----
From: "Curtis Jaussi" <jaussi(at)ubtanet.com>
Subject: RE: Europa-List: C/S propellers
>
> Likewise; is there anyone out there flying with, has purchased, or is
> considering the Quinti Prop?
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fred R.
> Klein
> To: europa-list(at)matronics.com
> Subject: Europa-List: C/S propellers
>
>
>
> Hi All,
>
> Is there anyone out there who either:
>
> - is flying with an IVOPROP?
>
> - has purchased one? or
>
> - has considered selecting it and decided against doing so?..
>
> and would be willing to share their thoughts?
>
> Fred
> A194
>
>
>
>
>
>
________________________________________________________________________________
From: | Paul Boulet <possibletodo(at)YAHOO.COM> |
Subject: | test flying my own creation |
Hi All;
I have a question that I hope some of you don't mind giving me an opinion on (be
kind!). My plane has about 4 hours on it and I've not yet landed it- my check
pilot always did. However, I have 25 hours in taildraggers (500 hours total)
and since I'm having trouble getting a checked out Europa pilot to accompany
me feel like I'm ready to land the plane myself.
I know some of you did the same thing...just don't remember who it was. I'd like
to hear from pilots that jumped in without any more training than I have.
Thanks
Paul Boulet, N914PB (plane located Mesa, Arizona)
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Baltics / Colditz Trip. Late June |
David,
<>
I think Bryan has already volunteered you for that! (see p5 of latest Europa
Flyer). I didn't escape either.
< with oil and water>>
A bit below the belt that!
Duncan McF.
----- Original Message -----
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Re: Europa-List: Baltics / Colditz Trip. Late June
>
> Brian, I am v. interested in the sound of this trip and wouldn't mind
being
> involved in its organisation, but having next to no German, no Russian and
> not having been on any of the Baltic trips before I feel there is almost
> certainly someone better qualified to do it.
> I am also prepared to organise another 'Tour de France' designed
for
> stress free flying (as long as folk remember to keep their engines topped
up
> with oil and water!), to suit wives, channel virgins and bon viveurs. Is
> there a sensible slot in the summer's program?
> Regards, David
> ----- Original Message -----
> From: "Bryan Allsop" <bryan(at)blackballclub.com>
> To:
> Subject: Europa-List: Baltics / Colditz Trip. Late June
>
>
>
> >
> > We have had suggestions for organizing a 6 or 7 day trip for the last
week
> in June starting the 18th / 19th.
> > This trip would take in the Baltic states, via Latvia, Estonia, etc.,
and
> would allow a full day at Colditz.
> >
> > Jeremy Davey has a colleague (Garsham Robertson) who could get us to
bits
> of the Castle you don't usually see. An opportunity too good to miss. Both
> Jeremy and Garsham would be looking for a ride.
> >
> > I am going to be very short of time in the coming months, so I would be
> grateful if some one else could this trip together.
> >
> > Don't all rush at once!
> >
> > Cheers Bryan Allsop.; Events co-coordinator
> >
> > PS. apart from the trips published already, are there any other plans
> being made for Europa club trips?
> >
> >
> > ________________________________________________________________________
> > Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> > _______________________________________________________________________
> >
> >
>
>
________________________________________________________________________________
From: | <beecho(at)beecho.org> |
Subject: | test flying my own creation |
Paul
I believe that Bob Jacobson test flew his own with little or no experience
in monowheels.
Tom(at)whoislikelytotestflyhismonoalso.com
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Boulet
Subject: Europa-List: test flying my own creation
Hi All;
I have a question that I hope some of you don't mind giving me an opinion on
(be kind!). My plane has about 4 hours on it and I've not yet landed it- my
check pilot always did. However, I have 25 hours in taildraggers (500 hours
total) and since I'm having trouble getting a checked out Europa pilot to
accompany me feel like I'm ready to land the plane myself.
I know some of you did the same thing...just don't remember who it was. I'd
like to hear from pilots that jumped in without any more training than I
have. Thanks
Paul Boulet, N914PB (plane located Mesa, Arizona)
advertising on the Matronics Forums.
--
Checked by AVG Anti-Virus.
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "Dari Sagar" <dari_sagar(at)hotmail.com> |
Subject: | Re: Baltics / Colditz Trip. Late June |
David,
Tut-tut..Some people just don't look after their engines....!!!!
We (Gail and I) would definately be interested in your tour de France (if
you will risk our company again). Will keep a look-out for your
announcement.
Hope all is well with you. Regards from G and me.
Dari
>From: "David Joyce" <davidjoyce(at)doctors.org.uk>
>Reply-To: europa-list(at)matronics.com
>To:
>Subject: Re: Europa-List: Baltics / Colditz Trip. Late June
>Date: Wed, 9 Feb 2005 17:39:19 -0000
>
>
>
>Brian, I am v. interested in the sound of this trip and wouldn't mind being
>involved in its organisation, but having next to no German, no Russian and
>not having been on any of the Baltic trips before I feel there is almost
>certainly someone better qualified to do it.
> I am also prepared to organise another 'Tour de France' designed
>for
>stress free flying (as long as folk remember to keep their engines topped
>up
>with oil and water!), to suit wives, channel virgins and bon viveurs. Is
>there a sensible slot in the summer's program?
>Regards, David
>----- Original Message -----
>From: "Bryan Allsop" <bryan(at)blackballclub.com>
>To:
>Subject: Europa-List: Baltics / Colditz Trip. Late June
>
>
>
> >
> > We have had suggestions for organizing a 6 or 7 day trip for the last
>week
>in June starting the 18th / 19th.
> > This trip would take in the Baltic states, via Latvia, Estonia, etc.,
>and
>would allow a full day at Colditz.
> >
> > Jeremy Davey has a colleague (Garsham Robertson) who could get us to
>bits
>of the Castle you don't usually see. An opportunity too good to miss. Both
>Jeremy and Garsham would be looking for a ride.
> >
> > I am going to be very short of time in the coming months, so I would be
>grateful if some one else could this trip together.
> >
> > Don't all rush at once!
> >
> > Cheers Bryan Allsop.; Events co-coordinator
> >
> > PS. apart from the trips published already, are there any other plans
>being made for Europa club trips?
> >
> >
> > ________________________________________________________________________
> > Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> > _______________________________________________________________________
> >
> >
>
>
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Baltics / Colditz Trip. Late June |
<> PS. apart from the trips published already, are there any other plans
being made for Europa club trips?>>
The better of the Devon Strut fly-ins
http://www.devonstrut.co.uk/pages/events.htm
are Bolt Head 5 June, Branscombe 28 June and Roserrow 28 August.
All can be combined with camping or hotel accommodation, cliff-top walks,
etc.
Bolt Head affords a walk (or bus) in to Salcombe, water taxi to White Sands
and walk (through Nat Trust tropical gardens back to the airfield. Also has
one of hte best youth hostels in the UK.
Branscombe has an airshow, cream teas and much more if a bus is taken to one
of the local villages (but no buses on Sunday).
The Halwell event puts Dartmouth within striking distance (buses on Sunday
too). Or you can stand around on the airfield and talk 'shop'.
The events are only marred by the absence of Europas; such a waste!
Duncan McF.
----- Original Message -----
From: "Bryan Allsop" <bryan(at)blackballclub.com>
Subject: Europa-List: Baltics / Colditz Trip. Late June
>
> We have had suggestions for organizing a 6 or 7 day trip for the last week
in June starting the 18th / 19th.
> This trip would take in the Baltic states, via Latvia, Estonia, etc., and
would allow a full day at Colditz.
>
> Jeremy Davey has a colleague (Garsham Robertson) who could get us to bits
of the Castle you don't usually see. An opportunity too good to miss. Both
Jeremy and Garsham would be looking for a ride.
>
> I am going to be very short of time in the coming months, so I would be
grateful if some one else could this trip together.
>
> Don't all rush at once!
>
> Cheers Bryan Allsop.; Events co-coordinator
>
> PS. apart from the trips published already, are there any other plans
being made for Europa club trips?
>
>
________________________________________________________________________________
From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
Subject: | Re: Baltics / Colditz Trip. Late June |
Hi David,
I think you have already volunteered for the stress free Tour de France.
Your command of the French language qualifies you for that one without
challange.
Though is nice of you to offer for the Colditz one, it would be only fair if
someone else had a bash. I cant see that a mastery of any of the language is
relevant in this case. After all, it is only the French that are reluctant
to speak English.
My experience in the Baltics is that they are all taught to speak English as
a second language. We just need some one to sort out some destinations with
appropriately cheap airfields, and to suggest a framework for the trip.
Just think of all that untapped souce of talent out there. I would suggest
someone like Bob, if he was not likely to want to go twice as far and ast as
every one else.
Cheers! Bryan
----- Original Message -----
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Re: Europa-List: Baltics / Colditz Trip. Late June
>
>
> Brian, I am v. interested in the sound of this trip and wouldn't mind
> being
> involved in its organisation, but having next to no German, no Russian and
> not having been on any of the Baltic trips before I feel there is almost
> certainly someone better qualified to do it.
> I am also prepared to organise another 'Tour de France' designed
> for
> stress free flying (as long as folk remember to keep their engines topped
> up
> with oil and water!), to suit wives, channel virgins and bon viveurs. Is
> there a sensible slot in the summer's program?
> Regards, David
> ----- Original Message -----
> From: "Bryan Allsop" <bryan(at)blackballclub.com>
> To:
> Subject: Europa-List: Baltics / Colditz Trip. Late June
>
>
>
>>
>> We have had suggestions for organizing a 6 or 7 day trip for the last
>> week
> in June starting the 18th / 19th.
>> This trip would take in the Baltic states, via Latvia, Estonia, etc., and
> would allow a full day at Colditz.
>>
>> Jeremy Davey has a colleague (Garsham Robertson) who could get us to bits
> of the Castle you don't usually see. An opportunity too good to miss. Both
> Jeremy and Garsham would be looking for a ride.
>>
>> I am going to be very short of time in the coming months, so I would be
> grateful if some one else could this trip together.
>>
>> Don't all rush at once!
>>
>> Cheers Bryan Allsop.; Events co-coordinator
>>
>> PS. apart from the trips published already, are there any other plans
> being made for Europa club trips?
>>
>>
>> ________________________________________________________________________
>> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
>> _______________________________________________________________________
>>
>>
>
>
>
________________________________________________________________________________
From: | "Bryan Allsop" <bryan(at)blackballclub.com> |
Subject: | Re: Baltics / Colditz Trip. Late June |
Duncan.
I take no volunteers. Just prisoners - to Colditz!
Bryan
----- Original Message -----
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Baltics / Colditz Trip. Late June
>
>
> David,
> <>
> I think Bryan has already volunteered you for that! (see p5 of latest
> Europa
> Flyer). I didn't escape either.
>
> <> with oil and water>>
> A bit below the belt that!
>
> Duncan McF.
>
> ----- Original Message -----
> From: "David Joyce" <davidjoyce(at)doctors.org.uk>
> To:
> Subject: Re: Europa-List: Baltics / Colditz Trip. Late June
>
>
>
>>
>> Brian, I am v. interested in the sound of this trip and wouldn't mind
> being
>> involved in its organisation, but having next to no German, no Russian
>> and
>> not having been on any of the Baltic trips before I feel there is almost
>> certainly someone better qualified to do it.
>> I am also prepared to organise another 'Tour de France' designed
> for
>> stress free flying (as long as folk remember to keep their engines topped
> up
>> with oil and water!), to suit wives, channel virgins and bon viveurs. Is
>> there a sensible slot in the summer's program?
>> Regards, David
>> ----- Original Message -----
>> From: "Bryan Allsop" <bryan(at)blackballclub.com>
>> To:
>> Subject: Europa-List: Baltics / Colditz Trip. Late June
>>
>>
>>
>> >
>> > We have had suggestions for organizing a 6 or 7 day trip for the last
> week
>> in June starting the 18th / 19th.
>> > This trip would take in the Baltic states, via Latvia, Estonia, etc.,
> and
>> would allow a full day at Colditz.
>> >
>> > Jeremy Davey has a colleague (Garsham Robertson) who could get us to
> bits
>> of the Castle you don't usually see. An opportunity too good to miss.
>> Both
>> Jeremy and Garsham would be looking for a ride.
>> >
>> > I am going to be very short of time in the coming months, so I would be
>> grateful if some one else could this trip together.
>> >
>> > Don't all rush at once!
>> >
>> > Cheers Bryan Allsop.; Events co-coordinator
>> >
>> > PS. apart from the trips published already, are there any other plans
>> being made for Europa club trips?
>> >
>> >
>> > ________________________________________________________________________
>> > Doctors.net.uk e-mail protects you from viruses and unsolicited
>> > messages
>> > _______________________________________________________________________
>> >
>> >
>>
>>
>
>
>
________________________________________________________________________________
Subject: | Re: C/S propellers |
From: | "Fred R. Klein" <fklein(at)orcasonline.com> |
Check it out at: www.climbandcruise.com/
It's cost approximates that of an Airmaster and APPEARS to be just fine;
note that it is compatible w/ both the Rotax and the SAE 1 prop flanges.
Fred
A194
on 2/9/05 12:18 PM, Duncan McFadyean at ami(at)mcfadyean.freeserve.co.uk wrote:
>
>
> Who? What? Which?
>
> Duncan McF.
> ----- Original Message -----
> From: "Curtis Jaussi" <jaussi(at)ubtanet.com>
> To:
> Subject: RE: Europa-List: C/S propellers
>
>
>>
>> Likewise; is there anyone out there flying with, has purchased, or is
>> considering the Quinti Prop?
>>
________________________________________________________________________________
From: | Rowland Carson <rowil(at)clara.net> |
>Does anyone know of or have contact information for a John Miller in Newark,
>DE
Cliff - the only near-match I have for that name is a Don Miller. He
was listed as builder A249 but the last factory list I got gave
nothing more than USA as his address.
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (740 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
From: | Richard Holder <rholder(at)avnet.co.uk> |
>>Does anyone know of or have contact information for a John Miller in Newark,
>>DE
>
>
> Cliff - the only near-match I have for that name is a Don Miller. He
> was listed as builder A249 but the last factory list I got gave
> nothing more than USA as his address.
I looked at www.att.com and went for directory assistance,
put in Miller John Newark DE and it came up with 6 hits.
So that is the way to go.
I have only picked this up out of interest as Newark DE is
where I stay when I go to fly in the USA !
HTH
Richard
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | Gascolator access hatch....NOW Rear Panel Access Through |
Fire Wall.
Hi! All.
I missed the question which must recently have been posed about "access
to rear of panel through Fire Wall" At least one of the Europa
demonstrators had such facilities .....probably G-KITS. I have a PFA
approved mod. and have embodied the facilities in G-PTAG in two areas.
a) above the P1 footwell to the rear of the instrument area.
b) and also an additional one behind the early Jabiru air cooler
providing access to the rear of the radio stack.
I would have to think very hard about doing a repeat since the panel is
very cluttered in there especially with many vacuum pipes to get past to
the electrical wiring. (Which being a wiring novice is like a rats nest
!)
However the main reason for my decision to make the panel a permanent
fixture was wanting to retain continuity of engine monitoring wires
without using connector blocks.
Regards
Bob Harrison G-PTAG Europa KIT337 MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of G-IANI
Subject: RE: Europa-List: Gascolator access hatch
"As a matter of interest is there a nice hole in the
firewall to get access behind the panel ? And if so what
are its construction details and size ?
Of course this is only surmise and I may be completely
wrong :-)"
Yes Richard you are wrong. G-KITZ did not have an access panel through
the
fire wall (and I have the pictures to prove it). There are better and
safer
ways of access to the panel.
Ian Rickard #505 G-IANI XS Trigear
Europa Club Assistant Mods Rep
e-mail mods(at)europaclub.org.uk
or direct g-iani(at)ntlworld.com
________________________________________________________________________________
From: | "Jerry Rehn" <rehn(at)rockisland.com> |
Subject: | Re: test flying my own creation |
Paul,I had about 2hrs dual in a mono a year before I soloed the mono. Also
had 250 hrs taildragger time. It went well for me.But landing still humbles
one occasionally.
Jerry
----- Original Message -----
From: "Paul Boulet" <possibletodo(at)YAHOO.COM>
Subject: Europa-List: test flying my own creation
>
>
> Hi All;
>
> I have a question that I hope some of you don't mind giving me an opinion
> on (be kind!). My plane has about 4 hours on it and I've not yet landed
> it- my check pilot always did. However, I have 25 hours in taildraggers
> (500 hours total) and since I'm having trouble getting a checked out
> Europa pilot to accompany me feel like I'm ready to land the plane myself.
>
> I know some of you did the same thing...just don't remember who it was.
> I'd like to hear from pilots that jumped in without any more training than
> I have. Thanks
>
> Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
>
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | Baltics / Colditz Trip. Late June |
Hi! Bryan.
As you know I was planning my own trip to incorporate Latvia Estonia and
possibly Poland between the Barkaby (Stockholm) and Stauning (Denmark)
rallies which are on consecutive weekends commencing Friday 3rd June.
I'm a little bemused you have moved your suggestion back to late
June?(other than you have a hidden message for me! When You last
communicated with me from somewhere overseas you said you would be in
touch ?)Otherwise I am interested in the Colditz thing? But I have
charity event commitments for the first two weekends in July which I
don't want to squeeze with a trip late June.
The purpose of my approach was to maximise the content of the distance
involved to attend both the Scandinavian rallies. Poland and/or Romania
may be in the frame with the Swiss Rally 19th August.
I then only have Romania, Portugal, Hungary and Greece left on my list
for G-PTAG to visit in Europe (I will be "passing" on Greece anyway
since the likelihood of them clapping me in jail ain't worth the risk!)
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 Bryan
Allsop
Subject: Europa-List: Baltics / Colditz Trip. Late June
We have had suggestions for organizing a 6 or 7 day trip for the last
week in June starting the 18th / 19th.
This trip would take in the Baltic states, via Latvia, Estonia, etc.,
and would allow a full day at Colditz.
Jeremy Davey has a colleague (Garsham Robertson) who could get us to
bits of the Castle you don't usually see. An opportunity too good to
miss. Both Jeremy and Garsham would be looking for a ride.
I am going to be very short of time in the coming months, so I would be
grateful if some one else could this trip together.
Don't all rush at once!
Cheers Bryan Allsop.; Events co-coordinator
PS. apart from the trips published already, are there any other plans
being made for Europa club trips?
________________________________________________________________________________
From: | Terry Seaver <terrys(at)cisco.com> |
Subject: | Re: test flying my own creation |
Hi Paul,
I flew our Europa XS (mono wheel) for its first flight and subsequent 40
hour fly off. I had no Europa time but did have about 300 hours of tail
wheel time, mostly in a Great Lakes biplane.
I found the mono wheel Europa to be quite challenging, in its own way.
Before my first flight I asked a similar question as yours, with a
number of useful responses. I then flew a variety of airplanes, tail
wheel and tri gear, low wing and high, just to get used to flying
different things (I had flown the Great Lakes almost exclusively for the
previous couple of years, which led to some strong habits that needed to
be broke). The following are a list of suggestions and comments that I
would give to anyone transitioning to the monowheel.
1) Keep it off the monowheel alone, it is VERY tricky as a unicycle.
Don't get the tail up on take off like you would most other tail wheel
planes. For the Europa, keep the stick back until it is nearly ready to
fly, then relax the back pressure on the stick, letting it go to
neutral, the plane will almost immediately 'levitate' off the runway. I
'relax' back pressure at about 35 knots solo and about 40 knots dual.
Of course, on landings, try to get the tailwheel down before the main
wheel, or a the least, at the same time. No wheel landings and no high
speed taxing!
2) It is more tail heavy than most (relative to its weight). Once it
starts to move to either side, you have to aggressively correct, with a
'kick' (I have heard others use the term 'bootfull of rudder'), then get
off. I had trouble trying to finesse the rudder on the ground, once it
gets very far to the side, it doesn't want to stop.
3) If using the Graham Singleton tail wheel mod, I would strongly
suggest reducing the tailwheel throw if you operate off of a surfaced
runway. Ours was initially nearly 90 deg travel each way, which make
the plane very sensitive on the ground. We backed it off to +- 45
degrees of tail wheel travel, which helped.
4) You lose almost all tail wheel authority when braking, so let go of
the brake if you need to correct with rudder, then reapply the brake
once you are straight again.
regards,
Terry Seaver
A135 / N135TD
Paul Boulet wrote:
>
>
> Hi All;
>
> I have a question that I hope some of you don't mind giving me an opinion on
(be kind!). My plane has about 4 hours on it and I've not yet landed it- my check
pilot always did. However, I have 25 hours in taildraggers (500 hours total)
and since I'm having trouble getting a checked out Europa pilot to accompany
me feel like I'm ready to land the plane myself.
>
> I know some of you did the same thing...just don't remember who it was. I'd
like to hear from pilots that jumped in without any more training than I have.
Thanks
>
> Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
________________________________________________________________________________
From: | "MICHAEL PARKIN" <mikenjulie.parkin(at)btopenworld.com> |
Subject: | Re: test flying my own creation |
Paul,
If you don't have a choice then I wish you all the best. HOWEVER, if there
is any way you can get someone to teach you take-offs and landings in your
Europa Monowheel I strongly recommend it. Our little aircraft has some
interesting little habits. I have a fair amount of flying time, but I am
very pleased that I received a check out from Andy Draper before I set off
solo. As some brave people have shown, it is quite possible to do what you
suggest, but I do think it is a little risky.
There are quite a few Europa drivers out there that were used to the
aircraft, and still managed to ground loop it - (sadly, me included).
regards,
MP (G-JULZ)
----- Original Message -----
From: "Paul Boulet" <possibletodo(at)YAHOO.COM>
Subject: Europa-List: test flying my own creation
>
>
> Hi All;
>
> I have a question that I hope some of you don't mind giving me an opinion
> on (be kind!). My plane has about 4 hours on it and I've not yet landed
> it- my check pilot always did. However, I have 25 hours in taildraggers
> (500 hours total) and since I'm having trouble getting a checked out
> Europa pilot to accompany me feel like I'm ready to land the plane myself.
>
> I know some of you did the same thing...just don't remember who it was.
> I'd like to hear from pilots that jumped in without any more training than
> I have. Thanks
>
> Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
>
________________________________________________________________________________
From: | <kbcarpenter(at)comcast.net> |
Subject: | Re: test flying my own creation |
It helps if you are operating off grass. It helps if there is no cross
wind the first few flights. Watch the nose direction and not the wings
being level. Like most taildraggers, land at the stall speed with a little
power and keep the stick all the way back when you tough down. Come to
Knoxville and I will give you a ride and a feel for it.
Ken Carpenter
N 9XS 914 Mono
----- Original Message -----
From: "Paul Boulet" <possibletodo(at)YAHOO.COM>
Subject: Europa-List: test flying my own creation
>
>
> Hi All;
>
> I have a question that I hope some of you don't mind giving me an opinion
> on (be kind!). My plane has about 4 hours on it and I've not yet landed
> it- my check pilot always did. However, I have 25 hours in taildraggers
> (500 hours total) and since I'm having trouble getting a checked out
> Europa pilot to accompany me feel like I'm ready to land the plane myself.
>
> I know some of you did the same thing...just don't remember who it was.
> I'd like to hear from pilots that jumped in without any more training than
> I have. Thanks
>
> Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
>
________________________________________________________________________________
From: | "Michael Grass" <M.Grass(at)comcast.net> |
Subject: | Re: C/S propellers |
Fred,
I don't see the benefits over the Airmaster. It uses the same Warp drive
blades, means the actual propeller is the same but nowhere it says it could
feather it. This means less functionality and more money. Am I missing
something here? The Kremen sounds to me like the best alternative over a
Airmaster.
Base hub with blades = $5200
+ Nickel Leading Edge = $ 150
+ Automatic Controller =$ 900
+ Spinner += $ ???
Just my 1 penny worth of thoughts
Michael Grass
A266 Trigear
Way to cold to built in Detroit
----- Original Message -----
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Subject: Re: Europa-List: C/S propellers
>
>
> Check it out at: www.climbandcruise.com/
>
> It's cost approximates that of an Airmaster and APPEARS to be just fine;
> note that it is compatible w/ both the Rotax and the SAE 1 prop flanges.
>
> Fred
> A194
>
> on 2/9/05 12:18 PM, Duncan McFadyean at ami(at)mcfadyean.freeserve.co.uk
> wrote:
>
>>
>>
>> Who? What? Which?
>>
>> Duncan McF.
>> ----- Original Message -----
>> From: "Curtis Jaussi" <jaussi(at)ubtanet.com>
>> To:
>> Subject: RE: Europa-List: C/S propellers
>>
>>
>>>
>>> Likewise; is there anyone out there flying with, has purchased, or is
>>> considering the Quinti Prop?
>>>
>
>
>
________________________________________________________________________________
From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
Subject: | test flying my own creation |
Hi Paul, I checked Bob out in the factory plane in July of 2000 and as he
had a lot of swift time he took to it very easily. I think we shot eight or
so landings, did some rolls and he was very comfortable with it. You need
to shoot some landings with somebody and be comfortable with it. As Jerry
said the mono-wheel can humble you.
JimThursby
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Jerry Rehn
Subject: Re: Europa-List: test flying my own creation
Paul,I had about 2hrs dual in a mono a year before I soloed the mono. Also
had 250 hrs taildragger time. It went well for me.But landing still humbles
one occasionally.
Jerry
----- Original Message -----
From: "Paul Boulet" <possibletodo(at)YAHOO.COM>
Subject: Europa-List: test flying my own creation
>
>
> Hi All;
>
> I have a question that I hope some of you don't mind giving me an opinion
> on (be kind!). My plane has about 4 hours on it and I've not yet landed
> it- my check pilot always did. However, I have 25 hours in taildraggers
> (500 hours total) and since I'm having trouble getting a checked out
> Europa pilot to accompany me feel like I'm ready to land the plane myself.
>
> I know some of you did the same thing...just don't remember who it was.
> I'd like to hear from pilots that jumped in without any more training than
> I have. Thanks
>
> Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
________________________________________________________________________________
From: | <beecho(at)beecho.org> |
Michael
I don't understand. I have an Airmaster CS. Yes, it does fully feather. I
don't have my invoice in hand but I recall that it was about $4,000 usd
delivered. with the spinner and controller. It seems beautifully
constructed, the instructions are wonderful and the followup has been
great..
Tom A078
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Michael Grass
Subject: Re: Europa-List: C/S propellers
Fred,
I don't see the benefits over the Airmaster. It uses the same Warp drive
blades, means the actual propeller is the same but nowhere it says it could
feather it. This means less functionality and more money. Am I missing
something here? The Kremen sounds to me like the best alternative over a
Airmaster.
Base hub with blades = $5200
+ Nickel Leading Edge = $ 150
+ Automatic Controller =$ 900
+ Spinner += $ ???
Just my 1 penny worth of thoughts
Michael Grass
A266 Trigear
Way to cold to built in Detroit
----- Original Message -----
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Subject: Re: Europa-List: C/S propellers
>
>
> Check it out at: www.climbandcruise.com/
>
> It's cost approximates that of an Airmaster and APPEARS to be just
> fine; note that it is compatible w/ both the Rotax and the SAE 1 prop
> flanges.
>
> Fred
> A194
>
> on 2/9/05 12:18 PM, Duncan McFadyean at ami(at)mcfadyean.freeserve.co.uk
> wrote:
>
>>
>>
>> Who? What? Which?
>>
>> Duncan McF.
>> ----- Original Message -----
>> From: "Curtis Jaussi" <jaussi(at)ubtanet.com>
>> To:
>> Subject: RE: Europa-List: C/S propellers
>>
>>
>>> -->
>>>
>>> Likewise; is there anyone out there flying with, has purchased, or
>>> is considering the Quinti Prop?
>>>
>
>
>
advertising on the Matronics Forums.
--
Checked by AVG Anti-Virus.
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "Tim Ward" <ward.t(at)xtra.co.nz> |
Subject: | Re: test flying my own creation |
Paul,
I had 1.5 hours dual before landing one by myself. I had to have 5 hours on
the aircraft for insurance purposes before flight testing my own.
I would definitely get checked out for landings with an instructor beside
you.
Cheers,
Tim
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8005
New Zealand.
Ph +64 3 3515166
Mobile 021 0640221
ward.t(at)xtra.co.nz
----- Original Message -----
From: "Paul Boulet" <possibletodo(at)yahoo.com>
Subject: Europa-List: test flying my own creation
>
>
> Hi All;
>
> I have a question that I hope some of you don't mind giving me an opinion
> on (be kind!). My plane has about 4 hours on it and I've not yet landed
> it- my check pilot always did. However, I have 25 hours in taildraggers
> (500 hours total) and since I'm having trouble getting a checked out
> Europa pilot to accompany me feel like I'm ready to land the plane myself.
>
> I know some of you did the same thing...just don't remember who it was.
> I'd like to hear from pilots that jumped in without any more training than
> I have. Thanks
>
> Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
>
________________________________________________________________________________
From: | "Bob Jacobsen" <jacobsenra(at)hotmail.com> |
Subject: | test flying my own creation |
Hi all, yes I am still here (lurking)
Yes I test flew my Europa Monowheel (and Cliff's). I did however have about
800hrs in taildraggers and did get an hour in a factory Europa before doing
so. Also my tailwheel time was mostly in high performance stuff (a 210hp
Swift).
I would always highly reccomend a few hours of dual if you can get it. Even
following through while someone else flys helps.
When I sold my plane to the new owner, I did a few landings with him and he
had about 700hrs of tailwheel time. On the way home he managed to get it
around on the runway once (did't hurt anything). He was an excellent pilot
with lots of tailwheel time - the Europa is just "different". He got bit on
the roll-out (not the landing) when he let his attention wander just for a
second. So remember pay attention every second the engine is turning.
Later!
Bob Jacobsen
>From: <beecho(at)beecho.org>
>Reply-To: europa-list(at)matronics.com
>To:
>Subject: RE: Europa-List: test flying my own creation
>Date: Wed, 9 Feb 2005 12:53:39 -0800
>
>
>Paul
>
>I believe that Bob Jacobson test flew his own with little or no experience
>in monowheels.
>
>Tom(at)whoislikelytotestflyhismonoalso.com
>
>-----Original Message-----
>From: owner-europa-list-server(at)matronics.com
>[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Boulet
>To: europa-list(at)matronics.com
>Subject: Europa-List: test flying my own creation
>
>
>Hi All;
>
>I have a question that I hope some of you don't mind giving me an opinion
>on
>(be kind!). My plane has about 4 hours on it and I've not yet landed it-
>my
>check pilot always did. However, I have 25 hours in taildraggers (500
>hours
>total) and since I'm having trouble getting a checked out Europa pilot to
>accompany me feel like I'm ready to land the plane myself.
>
>I know some of you did the same thing...just don't remember who it was.
>I'd
>like to hear from pilots that jumped in without any more training than I
>have. Thanks
>
>Paul Boulet, N914PB (plane located Mesa, Arizona)
>
>
>advertising on the Matronics Forums.
>
>
>--
>Checked by AVG Anti-Virus.
>
>
>--
>Checked by AVG Anti-Virus.
>
>
________________________________________________________________________________
From: | "Fred Fillinger" <n3eu(at)comcast.net> |
Subject: | Re: Flight Sin 2004 |
> I have been "playing" with MS FlightSim 2004. Trying to build an
Europa.
>
> Has any one done that successfully? It appears that the files I
downloaded
> from the Europaowners web page are not the same as are used in 2004.
>
> There is a FSEditor that is easy to use, I just have not idea what
half of
> the boxes should have in them. HELP !!!
>
> Cliff Shaw
The link below is to an XS trigear which runs on 2002/2004. You may
want to see if FSEditor will patch some of its oddities.
http://www.simviation.com/fs2002props33.htm
Reg,
Fred F.
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: test flying my own creation |
Paul,
I did 10 ~ 15 landings with Andy and then spent 10 hours getting a tail
wheel rating before I flew mine. I get on fine with it but I still treat it
cautiously, its not finished flying until its parked in the hanger.
Pick days where the wind favors you and if you can, start off landing on
grass strips and work up from there.
Paul
________________________________________________________________________________
From: | "Michael Grass" <M.Grass(at)comcast.net> |
Subject: | Re: C/S propellers |
Tom,
that is exactly my point unless I am missing something here. At current an
Airmaster goes for around $5500 US. Fred and Curtis are bringing a "Quinti
for less? With the Kremen Prop you save at least a good portion of money and
there are already some Europa installations flying.
Michael Grass A266
----- Original Message -----
From: <beecho(at)beecho.org>
Subject: RE: Europa-List: C/S propellers
>
> Michael
>
> I don't understand. I have an Airmaster CS. Yes, it does fully feather.
> I
> don't have my invoice in hand but I recall that it was about $4,000 usd
> delivered. with the spinner and controller. It seems beautifully
> constructed, the instructions are wonderful and the followup has been
> great..
>
> Tom A078
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Michael Grass
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: C/S propellers
>
>
> Fred,
>
> I don't see the benefits over the Airmaster. It uses the same Warp drive
> blades, means the actual propeller is the same but nowhere it says it
> could
> feather it. This means less functionality and more money. Am I missing
> something here? The Kremen sounds to me like the best alternative over a
> Airmaster.
>
> Base hub with blades = $5200
> + Nickel Leading Edge = $ 150
> + Automatic Controller =$ 900
> + Spinner += $ ???
>
> Just my 1 penny worth of thoughts
>
> Michael Grass
> A266 Trigear
> Way to cold to built in Detroit
>
> ----- Original Message -----
> From: "Fred R. Klein" <fklein(at)orcasonline.com>
> To:
> Subject: Re: Europa-List: C/S propellers
>
>
>>
>>
>> Check it out at: www.climbandcruise.com/
>>
>> It's cost approximates that of an Airmaster and APPEARS to be just
>> fine; note that it is compatible w/ both the Rotax and the SAE 1 prop
>> flanges.
>>
>> Fred
>> A194
>>
>> on 2/9/05 12:18 PM, Duncan McFadyean at ami(at)mcfadyean.freeserve.co.uk
>> wrote:
>>
>>>
>>>
>>> Who? What? Which?
>>>
>>> Duncan McF.
>>> ----- Original Message -----
>>> From: "Curtis Jaussi" <jaussi(at)ubtanet.com>
>>> To:
>>> Subject: RE: Europa-List: C/S propellers
>>>
>>>
>>>> -->
>>>>
>>>> Likewise; is there anyone out there flying with, has purchased, or
>>>> is considering the Quinti Prop?
>>>>
>>
>>
>>
>
>
> advertising on the Matronics Forums.
>
>
> --
> Checked by AVG Anti-Virus.
>
>
> --
> Checked by AVG Anti-Virus.
>
>
>
________________________________________________________________________________
From: | Andrew Sarangan <asarangan(at)YAHOO.COM> |
Subject: | Aileron push tube travel |
I just finished assembling the aileron push tubes. It seems no matter
how much I expand the rib holes, the tube always contacts the ribs when
it reaches its travel limit. This limits the max travel of the push
tube. I can expand the rib holes even further, but I was wondering what
the normal travel is for these push tubes. How many cm would you say
the tube goes left/right? I don't want to expand the holes any more
than really necessary. Thanks!
=====
Andrew Sarangan
http://www.geocities.com/asarangan
________________________________________________________________________________
From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
Subject: | Re: Flight Sin 2004 |
Fred
Thanks again. This simulator flies very much like the way my Europa flies.
(only slower ) :) Now I can get some flying done even when it is bad
weather.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: Europa-List: Flight Sin 2004
>
>> I have been "playing" with MS FlightSim 2004. Trying to build an
> Europa.
>>
>> Has any one done that successfully? It appears that the files I
> downloaded
>> from the Europaowners web page are not the same as are used in 2004.
>>
>> There is a FSEditor that is easy to use, I just have not idea what
> half of
>> the boxes should have in them. HELP !!!
>>
>> Cliff Shaw
>
> The link below is to an XS trigear which runs on 2002/2004. You may
> want to see if FSEditor will patch some of its oddities.
>
> http://www.simviation.com/fs2002props33.htm
>
> Reg,
> Fred F.
>
>
>
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Subject: | Aileron push tube travel |
Andrew,
Builders often find this on one side - the other has a steeper angle on the
pushrod and doesnt suffer. You have the same problem if it's impacting on
the double rib.
If that's the case, just pop a 1/16" aluminium shim under the bellcrank to
raise it a touch.
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1280 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Andrew Sarangan
Subject: Europa-List: Aileron push tube travel
I just finished assembling the aileron push tubes. It seems no matter
how much I expand the rib holes, the tube always contacts the ribs when
it reaches its travel limit. This limits the max travel of the push
tube. I can expand the rib holes even further, but I was wondering what
the normal travel is for these push tubes. How many cm would you say
the tube goes left/right? I don't want to expand the holes any more
than really necessary. Thanks!
=====
Andrew Sarangan
http://www.geocities.com/asarangan
________________________________________________________________________________
From: | "graham p pocock" <graham(at)pocock56.fsnet.co.uk> |
Subject: | Re: Aileron push tube travel |
>
> I just finished assembling the aileron push tubes. It seems no matter
> how much I expand the rib holes, the tube always contacts the ribs when
Andrew
I had this problem but mine was close to the spar. My inspector said that
they needed to be at least 1/4'' away to allow for flexing and possible temp
induced gap changes. As Jeremy suggests he told me to make up an aluminum
spacer 1/16'' to fit under the bellcrank. The manual is not crystal clear
as to which way round to fit the W12 and W13. Worth a recheck. One of us
might have this wrong! But I'm sure mine's OK. Hope this helps.
Graham Pocock
Kit 535
________________________________________________________________________________
From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
Subject: | checkout in a monowheel |
>However, I have 25 hours in taildraggers (500 hours total)
>and since I'm having trouble getting a checked out Europa pilot to accompany
>me feel like I'm ready to land the plane myself.
>
>I know some of you did the same thing...just don't remember who it
>was. I'd like
>to hear from pilots that jumped in without any more training than I have.
>Thanks
>
>Paul Boulet, N914PB (plane located Mesa, Arizona)
Paul
you need a few hours armchair flying. Get it firmly fixed in your mental
autopilot that you must not land until the tail wheel is on the ground.
Then, as soon as you feel it touch, Stick Hard Back. Now, concentrate very
hard on keeping it straight, you need to spot and correct any yaw the
instant it happens, which it will.
If, or should I say when?!? you land mainwheel first, you must continue to
fly the airplane until it stops, much harder because the effect of the
ground adds more variables
Graham
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
Subject: | test flying my own creation |
>Subject: RE: Europa-List: test flying my own creation
>
>
>Hi all, yes I am still here (lurking)
You're always welcome Bob! Once family, always family
Graham
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
Subject: | checkout in a monowheel |
From: | "Barahona Alonso, Francisco Javier" <Javier.Barahona(at)aeasa.com> |
I would like to share my personal experience with this subject.
The first step in the monowheel training, as recommended in the manual, should
be the control of the plane in ground. At this moment, you must be extremely cautious
with the speed to avoid get involuntary airborne.
That is exactly what happened with me. I had a rough time because I had no previous
experience with taildraggers. Fortunately, I was able, after several trials,
to land without damage but the result could have been very different.
Best regards
Javier Barahona
-----Mensaje original-----
De: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]En nombre de Graham
Singleton
Enviado el: jueves, 10 de febrero de 2005 11:22
Para: europa-list(at)matronics.com
Asunto: Europa-List: checkout in a monowheel
>However, I have 25 hours in taildraggers (500 hours total)
>and since I'm having trouble getting a checked out Europa pilot to accompany
>me feel like I'm ready to land the plane myself.
>
>I know some of you did the same thing...just don't remember who it
>was. I'd like
>to hear from pilots that jumped in without any more training than I have.
>Thanks
>
>Paul Boulet, N914PB (plane located Mesa, Arizona)
__________________________
Este mensaje es privado, puede contener informacin confidencial y se dirige exclusivamente
a su destinatario. Si usted ha recibido este mensaje por error, no
debe distribuirlo o usarlo en ningn sentido. Le rogamos lo comunique al remitente
y proceda a su destruccin junto con los documentos que pudiera llevar adjuntos.
En el caso de que el destinatario de este mensaje no desee la recepcin de correo
electrnico va Internet, rogamos lo ponga en nuestro conocimiento en la siguiente
direccin disclaimer(at)aeasa.com
This is a private message, it can contain confidential information and it is addressed
exclusively to its addressee. If you are not the intended recipient, you
don't have to use it or distribute it under any circumstance. Please, advise
the sender of the mistake and delete the message as well as the documents that
may be attached.
If you don't wish to receive electronic mail via internet, we kindly request you
to inform us in disclaimer(at)aeasa.com
________________________________________________________________________________
From: | "Raimo Toivio" <raimo.toivio(at)rwm.fi> |
Subject: | Re: Just for the record...... |
----- Original Message -----
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Europa-List: Just for the record......
>
> Hi! Peter.
> Re:- "Scandinavian Sortie" Europa Flyer.
> Not wishing to be pedantic but G-PTAG must have credit where it's due !
> G-PTAG Europa KIT 337/MKI/Jabiru 3300 with myself and Ivor Phillips was
> the FIRST EUROPA TO FLY IN FINLAND 3 YEARS AGO, but also kind courtesy
> of Raimo Toivio and his beautiful family and state of the art
> accommodation and sauna . Now if you were to say the first Mono Rigged
> Europa or Rotax powered Europa I'd retire gracefully on the matter !
>
Yes, I am honoured to prove that!
How I know that?
I think It had to be true,
because I was in control,
stick with dozens of buttons was in my hand,
I heard Jabirus strong and low growling
and saw plenty of air between G-PTAG
and one house, which look like my home.
Raimo M W Toivio
assembling fuel filler hose
OH-XRT #417
OH-CVK
OH-BLL
37500 Lempaala
Finland
tel + 358 3 3753 777
fax + 358 3 3753 100
gsm + 358 40 590 1450
raimo.toivio(at)rwm.fi
www.rwm.fi
________________________________________________________________________________
From: | "Jim Butcher" <europa(at)triton.net> |
Does anyone know where to purchase rebuild parts for the Kart Components master
cylinder for a monowheel? Ours are all gummed up.
Also, is Dot 3 or Dot 4 brake fluid OK to use? I think the messages with brake
fluid problems were all with the Tri Gear brakes.
Thanks
Jim Butcher A185
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Subject: | Re: Baltics / Colditz Trip. Late June |
Duncan, It seems a pity to miss Lundy off the list of great Devon Strut fly
outs. It's an absolutely stunning destination, with great food and walks,
and the added spice of 2 planes having crashed there during last year's
event! Having said which, I believe they have been going there for 12 yrs or
more with up to 40 planes and no previous mishap. The landing strip is no
where near as challenging as Bill Wynne's strip.
Regards, David G-XSDJ
----- Original Message -----
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
> <> PS. apart from the trips published already, are there any other plans
> being made for Europa club trips?>>
>
> The better of the Devon Strut fly-ins
> http://www.devonstrut.co.uk/pages/events.htm
> are Bolt Head 5 June, Branscombe 28 June and Roserrow 28 August.
________________________________________________________________________________
From: | "Erich Trombley" <erichdtrombley(at)juno.com> |
Subject: | e-mail address for Robert Borger |
Does anyone have an e-mail address for Robert Borger?
Thanks
Erich Trombley
N28ET
Classic Mono 914
Now includes pop-up blocker!
Only $14.95/month -visit http://www.juno.com/surf to sign up today!
________________________________________________________________________________
Kart Components are a karting manufacturer and used to advertise
regularly in the Karting Monthly magazine. It is a few years since I
last read that publication, but I'm sure you will still find them in
there. They should also be on the web under Kart racing.
Hope that helps.
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jim Butcher
Subject: Europa-List: Brake Parts
Does anyone know where to purchase rebuild parts for the Kart Components
master cylinder for a monowheel? Ours are all gummed up.
Also, is Dot 3 or Dot 4 brake fluid OK to use? I think the messages
with brake fluid problems were all with the Tri Gear brakes.
Thanks
Jim Butcher A185
________________________________________________________________________________
From: | "Nigel Harrison" <naharrison(at)manx.net> |
Subject: | 24v ELECTIRCAL SYSTEM |
Dear all,
It would appear that I'm unusual in planning to install a 24V system in my
Europa. Skydrive have advised re the alternator saying "The internal
alternator gives an AC voltage above 24 V at a speed of about 3000 rpm,
which may possibly be suitable, but you would have to design or procure a
rectifier/regulator for 24 V."
Does anyone have any information on a suitable rectifier/regulator?
Thanks
Nigel Harrison
*************************************************************
This email has been scanned by the Manxnet Mail Plus anti-virus system.
http://www.manx.net/mailplus
*************************************************************
________________________________________________________________________________
From: | Richard Holder <rholder(at)avnet.co.uk> |
Subject: | Re: 24v ELECTRICAL SYSTEM |
Nigel Harrison wrote:
>
>
> Dear all,
> It would appear that I'm unusual in planning to install a 24V system in my
> Europa. Skydrive have advised re the alternator saying "The internal
> alternator gives an AC voltage above 24 V at a speed of about 3000 rpm,
> which may possibly be suitable, but you would have to design or procure a
> rectifier/regulator for 24 V."
> Does anyone have any information on a suitable rectifier/regulator?
> Thanks
> Nigel Harrison
I guess my question, and maybe others is : WHY ?
I am certainly not sure that the output which maxes at 19A
at 12v would be as much as 19A at 24V.
Better to stick to the design as already proven. Have two
batteries, with charging and changeover if you wish. A
17Ah 24V battery will be about the same weight as two 17Ah
12V batteries [and has the same energy capacity].
In normal use - have only one battery on line, but
alternate (I mean swop from one to the other) to keep them
both charged. Then if you have a problem with the
alternator, you can run the on-line battery down to almost
zero, and then you can change over and do the same with
the other.
Having two 17Ah batteries might be better than one 34Ah
battery, but two 12 Ah would be sufficient.
If you have 912 or 914 then 12V is sufficient for
starting. If you have 912S, or plan to order one, make
sure you have the Heavy Duty Starter.
I am not sure about 24V through the 12V starter but it
might be OK as it is very short duration usage. (The
RS1600 rally car had a 12V starter but as it was a pig to
start when hot it had two batteries and used 24 volts for
starting. there was a clever system of relays to change
the batteries from parallel (for normal use and charging)
to series (for starting). It worked well except when one
of the relays got a bit tardy - at which point there
tended to be a dead short !
Also keep in mind that the quoted figure of 24V above 3000
rpm may be a peak voltage which would be somewhat reduced
after rectification. To charge a 24V battery you need 28V
or more after rectification to DC.
The avionics will run at 24V, but what about the fuel
pump, trim motor and the flap motor ? Also the engine rpm,
temp and pressure gauges ?
After all if you have a charging problem you don't want to
be up there any longer than necessary. And if the problem
is in the alternator windings don't fogetthat there are 10
sets. 8 are used for charging and the other 2 in the same
location are used for the magnetos.
Just my two cents worth !
Richard
Richard F.W. Holder 01279 842804 (POTS)
Bell House, Bell Lane, 01279 842942 (fax)
Widford, Ware, Herts, 07860 367423 (mobile)
SG12 8SH email : richard.holder(at)avnet.co.uk
Europa Classic Tri-gear : G-OWWW, High Cross
PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
________________________________________________________________________________
From: | N55XS <topglock(at)cox.net> |
Subject: | While on the subject of Europa characteristics |
I wonder if any of you Tri-gear flyers would be so kind as to comment on
any "characteristics" you've noticed on the takeoff/landing of your
aircraft. Anything in particular one should be on the lookout for?.
Details, please. Thanks in advance...
--
Jeff - A055
Getting close to FWF time...
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "MICHAEL PARKIN" <mikenjulie.parkin(at)btopenworld.com> |
Try Europa 2004 - that is where I obtained my new seal.
regards
MP
----- Original Message -----
From: "Jim Butcher" <europa(at)triton.net>
Subject: Europa-List: Brake Parts
>
> Does anyone know where to purchase rebuild parts for the Kart Components
> master cylinder for a monowheel? Ours are all gummed up.
>
> Also, is Dot 3 or Dot 4 brake fluid OK to use? I think the messages with
> brake fluid problems were all with the Tri Gear brakes.
>
> Thanks
>
> Jim Butcher A185
>
>
>
________________________________________________________________________________
Subject: | 24v ELECTIRCAL SYSTEM |
This question should be posed to the AeroElectric-List
(http://www.matronics.com/subscription),
hosted by the same matronics.com that hosts this list. Also highly
recommended is http://www.aeroelectric.com/ where you may even find your
answer directly.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Nigel Harrison
Subject: Europa-List: 24v ELECTIRCAL SYSTEM
Dear all,
It would appear that I'm unusual in planning to install a 24V system in my
Europa. Skydrive have advised re the alternator saying "The internal
alternator gives an AC voltage above 24 V at a speed of about 3000 rpm,
which may possibly be suitable, but you would have to design or procure a
rectifier/regulator for 24 V."
Does anyone have any information on a suitable rectifier/regulator?
Thanks
Nigel Harrison
*************************************************************
This email has been scanned by the Manxnet Mail Plus anti-virus system.
http://www.manx.net/mailplus
*************************************************************
________________________________________________________________________________
Subject: | Re: 24v ELECTIRCAL SYSTEM |
From: | "Jos Okhuijsen" <josok-e(at)ukolo.fi> |
Hi Nigel,
It sounds that you are put on a wrong track by a loose remark, intended to
present something theoretical.
Look again at the "possible" and "but". A real 24 V alternator would
produce 48 volts and more at high rpms.
These overkills are needed to give a good charge at low rpms. Thats why
generators need regulators, and broken regulators can fry systems. My 10
cents: Don't start using an alternator out of spec.
Regerds,
Jos Okhuijsen
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Baltics / Colditz Trip. Late June |
David,
I left Lundy off as I couldn't personally recommend it; I've not been there.
In addition to the two crashes there were also some near misses. Personally
I don't like the risks involved (including the long sea crossing, twice in a
day!), but accept that others have different priorities.
Rgds.,
Duncan.
----- Original Message -----
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Re: Europa-List: Baltics / Colditz Trip. Late June
>
> Duncan, It seems a pity to miss Lundy off the list of great Devon Strut
fly
> outs. It's an absolutely stunning destination, with great food and walks,
> and the added spice of 2 planes having crashed there during last year's
> event! Having said which, I believe they have been going there for 12 yrs
or
> more with up to 40 planes and no previous mishap. The landing strip is no
> where near as challenging as Bill Wynne's strip.
> Regards, David G-XSDJ
>
> ----- Original Message -----
> From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
> > <> PS. apart from the trips published already, are there any other plans
> > being made for Europa club trips?>>
> >
> > The better of the Devon Strut fly-ins
> > http://www.devonstrut.co.uk/pages/events.htm
> > are Bolt Head 5 June, Branscombe 28 June and Roserrow 28 August.
>
>
________________________________________________________________________________
From: | "Carl Pattinson" <carl(at)flyers.freeserve.co.uk> |
Subject: | Re: checkout in a monowheel |
Can I just add one thing to Grahams excellent advice.
If at all possible practice your first few landings, takeoffs on a grass
runway. The aircraft is much easier to handle on grass. Also make sure the
mainwheel is inflated to the correct pressure (20psi from memory). If you
overinflate it chances are you will bounce on landing. Also, get the
approach speed spot on or you will float down the runway for a long time.
As Graham says, keep the aircraft straight BUT use small movements of your
feet. If you bang in a bootful of rudder chances are the aircraft will
groundloop and you will lose the prop (nearly every mono pilot has - at some
time or other).
Have fun.
>
> Paul
> you need a few hours armchair flying. Get it firmly fixed in your mental
> autopilot that you must not land until the tail wheel is on the ground.
> Then, as soon as you feel it touch, Stick Hard Back. Now, concentrate very
> hard on keeping it straight, you need to spot and correct any yaw the
> instant it happens, which it will.
> If, or should I say when?!? you land mainwheel first, you must continue to
> fly the airplane until it stops, much harder because the effect of the
> ground adds more variables
> Graham
>
>
> --
> Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | While on the subject of Europa characteristics |
Hi! Jeff.
Yes, firstly read the Pilots Handbook and really digest it.
Be sure to get your speed controlled and the aircraft trimmed as
recommended for full flaps and correct before you turn on BASE.
Use the control stick as if it were a one way ratchet, don't relax the
control stick pressure what so ever and at the end of the flare try to
fly about 12" above the runway with your elbow rammed tight to the
cockpit side looking ahead (not sideways)to get the attitude of the
aircraft into your head.
In the event of a small bounce snatch the stick right back.
In the event of a large bounce "open the taps" full and go round off the
top of the bounce not forgetting to retract the flaps on climb out.(You
will not correct a big bounce unless the runway is about a mile long !)
Don't try a dead stick landing until you have grasped landings with
coordinated use of engine throttle.
Regards
Bob Harrison G-PTAG Europa MKI /Jabiru 3300
PS. Now listen to all the long hour guys telling you how!
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of N55XS
Subject: Europa-List: While on the subject of Europa characteristics
I wonder if any of you Tri-gear flyers would be so kind as to comment on
any "characteristics" you've noticed on the takeoff/landing of your
aircraft. Anything in particular one should be on the lookout for?.
Details, please. Thanks in advance...
--
Jeff - A055
Getting close to FWF time...
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
The manufacturer's web is:
http://www.kartcomponents.sagenet.co.uk/default.htm
My Tri-Gear kit included the Kart Components master cylinders, and the
picture of several cylinders at the manufacturer's web site (the "Brakes &
Disks" page) shows one that matches the master cylinder in my kit.
It is the seals in the master cylinders that had to be changed to match the
seals in the slave cylinders for fluid compatibility. According to the
build manual this is because the Tri-Gear uses "mineral based hydraulic
fluid" (also described in the manual as "aviation type hydraulic fluid") for
which the slave cylinders already have the appropriate seals. The kit is
supplied with replacement seals that must be installed in each master
cylinder.
I avoided the problem of deciding which fluid would be compatible by
choosing silicone brake fluid, DOT 5, which is compatible with everything
and has a few other advantages (though cost is not one of them).
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Jim Butcher
Subject: Europa-List: Brake Parts
Does anyone know where to purchase rebuild parts for the Kart Components
master cylinder for a monowheel? Ours are all gummed up.
Also, is Dot 3 or Dot 4 brake fluid OK to use? I think the messages with
brake fluid problems were all with the Tri Gear brakes.
Thanks
Jim Butcher A185
________________________________________________________________________________
From: | N55XS <topglock(at)cox.net> |
Subject: | Re: While on the subject of Europa characteristics |
R.C.Harrison wrote:
>
>Hi! Jeff.
>Yes, firstly read the Pilots Handbook and really digest it.
>Be sure to get your speed controlled and the aircraft trimmed as
>recommended for full flaps and correct before you turn on BASE.
>Use the control stick as if it were a one way ratchet, don't relax the
>control stick pressure what so ever and at the end of the flare try to
>fly about 12" above the runway with your elbow rammed tight to the
>cockpit side looking ahead (not sideways)to get the attitude of the
>aircraft into your head.
>In the event of a small bounce snatch the stick right back.
>In the event of a large bounce "open the taps" full and go round off the
>top of the bounce not forgetting to retract the flaps on climb out.(You
>will not correct a big bounce unless the runway is about a mile long !)
>Don't try a dead stick landing until you have grasped landings with
>coordinated use of engine throttle.
>Regards
>Bob Harrison G-PTAG Europa MKI /Jabiru 3300
>PS. Now listen to all the long hour guys telling you how!
>
>
>
Bob,
Thanks for the great information. How would you compare the Europa
landing characteristics to the light Cessnas, like the 152?
--
Jeff - A055
Builders Log: http://www.N55XS.com
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | JEFF ROBERTS <jeff(at)rmmm.net> |
I would like to hear from Tri-Gear pilots that installed the stock
master cylinder and used the dot - 5 with no problems. It sounds like
most have had to clean there's out to get them to work freely. I would
like to do this before I fill the system if it's something thats
advised by most. On the other hand if it's not necessary and can be
avoided I would like that even better. Anyone care to comment?
Jeff
A258
On Feb 10, 2005, at 6:44 PM, Rob Housman wrote:
>
> The manufacturer's web is:
> http://www.kartcomponents.sagenet.co.uk/default.htm
>
> My Tri-Gear kit included the Kart Components master cylinders, and the
> picture of several cylinders at the manufacturer's web site (the
> "Brakes &
> Disks" page) shows one that matches the master cylinder in my kit.
>
> It is the seals in the master cylinders that had to be changed to
> match the
> seals in the slave cylinders for fluid compatibility. According to the
> build manual this is because the Tri-Gear uses "mineral based hydraulic
> fluid" (also described in the manual as "aviation type hydraulic
> fluid") for
> which the slave cylinders already have the appropriate seals. The kit
> is
> supplied with replacement seals that must be installed in each master
> cylinder.
>
> I avoided the problem of deciding which fluid would be compatible by
> choosing silicone brake fluid, DOT 5, which is compatible with
> everything
> and has a few other advantages (though cost is not one of them).
>
>
> Best regards,
>
> Rob Housman
>
> Europa XS Tri-Gear A070
> Airframe complete
> Irvine, CA
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Jim Butcher
> To: europalist
> Subject: Europa-List: Brake Parts
>
>
> Does anyone know where to purchase rebuild parts for the Kart
> Components
> master cylinder for a monowheel? Ours are all gummed up.
>
> Also, is Dot 3 or Dot 4 brake fluid OK to use? I think the messages
> with
> brake fluid problems were all with the Tri Gear brakes.
>
> Thanks
>
> Jim Butcher A185
>
>
________________________________________________________________________________
From: | "Steve Crimm" <steve.crimm(at)stephenscott.com> |
Flight,
Has anyone ever used a two part expanding foam to use in place of blue foam
for special sculpting uses. I want to get a custom fit for the bottom floor
area under the seats and don't really want to have to do it with pieces of
rigid foam which I currently have in place. Pour it in place (not directly
on the bottom but on plastic on the bottom), expand around all the hoses and
filters in the seat bottom and then cut the top to fit.
Steve
A058
N15JN
________________________________________________________________________________
From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
Subject: | Re: While on the subject of Europa characteristics |
Jeff
I guess I qualify to comment on this question.
I started with "Wile E. Coyote" N229WC as a monowheel. I had the first 15
hours put on my Bob Jacobsen and John Hurst. John gave me 10 hours in
Lakeland in his demonstrator so I was "qualified" for my insurance to fly my
own plane. I made my first landing perfectly. and the 8th one was good too.
In hind sight, I was not getting the plane slow enough when I put it on the
runway. I bounced. At 22 hours I broke the prop and the wife suggested I
"do something" to fix the problem.
Now N22WC is a trike and a "pussycat" to land. It is just as easy to land as
a 152. (a little different due to the low wings) I should have just built
it right the first time :(
Really, I put down full flaps just before turning Base and back off on the
power, trim for 80MPH, and use the throttle to fly to the fence. Then slow
to 60 MPH and hold it off till it lands. Rather basic approach. The plane
will land at any speed and the only problem I have had is trying to put it
down too fast (hard) . It is best to just fly it on. It would be hard to
goof a landing up (compared to the mono that must nearly stall to land)
I hope that helps. These are my thought anyway !
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
Rain forecast for a day or two, no flying :(
>
> I wonder if any of you Tri-gear flyers would be so kind as to comment on
> any "characteristics" you've noticed on the takeoff/landing of your
> aircraft. Anything in particular one should be on the lookout for?.
> Details, please. Thanks in advance...
>
> --
> Jeff - A055
> Getting close to FWF time...
>
________________________________________________________________________________
From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
Subject: | Re: Expanding Foam |
Steve
Sounds like a good idea BUT ! I think you will find that the expanding type
foam is not very strong (could not sit on it without it squishing down) and
the bubbles where it is cut will be too porous to lay glass over without a
lot of filler. Sorry !
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: "Steve Crimm" <steve.crimm(at)stephenscott.com>
Subject: Europa-List: Expanding Foam
>
>
> Flight,
>
> Has anyone ever used a two part expanding foam to use in place of blue
> foam
> for special sculpting uses. I want to get a custom fit for the bottom
> floor
> area under the seats and don't really want to have to do it with pieces of
> rigid foam which I currently have in place. Pour it in place (not
> directly
> on the bottom but on plastic on the bottom), expand around all the hoses
> and
> filters in the seat bottom and then cut the top to fit.
>
> Steve
> A058
> N15JN
>
>
>
________________________________________________________________________________
From: | "Steve Crimm" <steve.crimm(at)stephenscott.com> |
The plan after the foam is found and sized is to lay a piece of plywood on
top.
Steve
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Cliff Shaw
Subject: Re: Europa-List: Expanding Foam
Steve
Sounds like a good idea BUT ! I think you will find that the expanding type
foam is not very strong (could not sit on it without it squishing down) and
the bubbles where it is cut will be too porous to lay glass over without a
lot of filler. Sorry !
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: "Steve Crimm" <steve.crimm(at)stephenscott.com>
Subject: Europa-List: Expanding Foam
>
>
> Flight,
>
> Has anyone ever used a two part expanding foam to use in place of blue
> foam
> for special sculpting uses. I want to get a custom fit for the bottom
> floor
> area under the seats and don't really want to have to do it with pieces of
> rigid foam which I currently have in place. Pour it in place (not
> directly
> on the bottom but on plastic on the bottom), expand around all the hoses
> and
> filters in the seat bottom and then cut the top to fit.
>
> Steve
> A058
> N15JN
>
>
>
________________________________________________________________________________
From: | David Glauser <dglauser(at)gmail.com> |
Subject: | Re: Expanding Foam |
I tried it in exactly that location.
Don't. Do. It.
Really. Trust me. Cleaning that mess up was a royal pain. I then did
the job over with proper blue foam.
dg
wrote:
>
> Flight,
>
> Has anyone ever used a two part expanding foam to use in place of blue foam
> for special sculpting uses. I want to get a custom fit for the bottom floor
> area under the seats and don't really want to have to do it with pieces of
> rigid foam which I currently have in place. Pour it in place (not directly
> on the bottom but on plastic on the bottom), expand around all the hoses and
> filters in the seat bottom and then cut the top to fit.
>
> Steve
> A058
> N15JN
>
>
>
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: Expanding Foam |
Steve,
Ha ha..... I tried this.... what a mess... and I wasn't laughing at the
time. Just cut out a bit of ply and cover it over. I find the small area
underneath handy for storing tie down ropes and a few tools. You can see a
photo under June 2002 on my web site at http://europa363.versadev.com/
Paul
________________________________________________________________________________
From: | "Fred Fillinger" <n3eu(at)comcast.net> |
Subject: | Re: Expanding Foam |
> Has anyone ever used a two part expanding foam to use in place of
blue foam
> for special sculpting uses.
> Steve
> A058
> N15JN
If you mean the stuff from Wicks Aircraft, yes and it's fun stuff. If
exact 50/50 mix, it's only somewhat softer than blue foam. But for
what you describe, it should work. For some jobs, it doesn't work
well; others it's about the only choice.
Reg,
Fred F.
________________________________________________________________________________
From: | Andrew Sarangan <asarangan(at)YAHOO.COM> |
Subject: | Re: test flying my own creation |
I am surprised why there aren't any instructors out there offering
formal training for the Europa. I would be willing to pay for 10-20
hours if one is available. If I ever get to finish mine, I will surely
think about offering such a service. FAA specifically allows renting
experimental aircraft for purpose of transition training.
--- Graham Singleton wrote:
>
>
> >Subject: RE: Europa-List: test flying my own creation
> >
>
> >
> >Hi all, yes I am still here (lurking)
>
> You're always welcome Bob! Once family, always family
> Graham
>
>
> --
> Checked by AVG Anti-Virus.
>
>
>
>
>
>
>
>
>
=====
Andrew Sarangan
http://www.geocities.com/asarangan
________________________________________________________________________________
From: | "Bob Fairall" <b_fairall(at)fairalls.co.uk> |
I also found that over a period of time it shrinks a little.
Bob Fairall
71 built and flying since 1998, 494 under construction.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Cliff Shaw
Subject: Re: Europa-List: Expanding Foam
Steve
Sounds like a good idea BUT ! I think you will find that the expanding type
foam is not very strong (could not sit on it without it squishing down) and
the bubbles where it is cut will be too porous to lay glass over without a
lot of filler. Sorry !
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: "Steve Crimm" <steve.crimm(at)stephenscott.com>
Subject: Europa-List: Expanding Foam
>
>
> Flight,
>
> Has anyone ever used a two part expanding foam to use in place of blue
> foam
> for special sculpting uses. I want to get a custom fit for the bottom
> floor
> area under the seats and don't really want to have to do it with pieces of
> rigid foam which I currently have in place. Pour it in place (not
> directly
> on the bottom but on plastic on the bottom), expand around all the hoses
> and
> filters in the seat bottom and then cut the top to fit.
>
> Steve
> A058
> N15JN
>
>
________________________________________________________________________________
From: | "Nigel Graham" <nigel_graham(at)btclick.com> |
Subject: | Re: Expanding Foam |
Steve,
Contrary to all the other posts on this matter, I have achieved really good
results with urethane foam and have used this a lot to join blue-foam blocks
when creating plugs.
It cuts and sands like blue foam and you can laminate epoxy on to it in the
usual way.
Rather than two-part I would recommend the cans of urethane foam supplied by
builders merchants for gap filling - a far more practical and economical
solution. (I have tried both)
For your seat base, the trick is to attach the ply base first, then fill the
cavity underneath with the foam. The base needs two small holes, one to
accept the applicator nozzle and the other to allow excess foam and air to
escape. Resist the temptation to clean up any overspill. Once cured, all the
mess can be removed neatly and cleanly and easily with a hacksaw blade,
knife or abrasive paper.
One last tip. Urethane is initiated by water so use something like a
plastice bottle with trigger squirter (glass cleaner comes in these) to
spray a light mist of water onto all the bond surfaces. The resulting foam
will have a far finer cell structure. Without water, the foam may not cure
completely and you may end up with a coarse uneven cell structure or worse,
a semi-cured brown treacle like gunge.
When exposed to light, urethane will degrade in UV but your seat application
should be fine.
Hope this is of interest.
Nigel
----- Original Message -----
From: "Steve Crimm" <steve.crimm(at)stephenscott.com>
Subject: Europa-List: Expanding Foam
Flight,
Has anyone ever used a two part expanding foam to use in place of blue foam
for special sculpting uses. I want to get a custom fit for the bottom floor
area under the seats and don't really want to have to do it with pieces of
rigid foam which I currently have in place. Pour it in place (not directly
on the bottom but on plastic on the bottom), expand around all the hoses and
filters in the seat bottom and then cut the top to fit.
Steve
A058
N15JN
________________________________________________________________________________
Subject: | Re: Expanding Foam |
From: | Gerry Holland <gnholland(at)onetel.com> |
Nigel
Many Thanks for that detailed explanation.
Regards
Gerry
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
One answer here might be to use the foam that is used for custom,
very-close-fit seats - e.g. in Formula 1 cars?
When we did the supersonic car record, the seat used this technology. The
'bag' was filled with the foam and the driver sat in it. He then sat there
with a warm bottom while it cured - after which he had a seat that fitted
both him and its shell like a glove.
I'm considering similar for my Europa left-hand seat: I want to avoid the
Hi-Top mod, but I'm 6ft tall and thick seats mean I'm banging my head on the
window above. I also like a close-fitting seats anyway. This would enable me
to have a shallow but extremely comfortable seat.
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
"If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation."
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1280 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of David Glauser
Subject: Re: Europa-List: Expanding Foam
I tried it in exactly that location.
Don't. Do. It.
Really. Trust me. Cleaning that mess up was a royal pain. I then did
the job over with proper blue foam.
dg
wrote:
>
> Flight,
>
> Has anyone ever used a two part expanding foam to use in place of blue
foam
> for special sculpting uses. I want to get a custom fit for the bottom
floor
> area under the seats and don't really want to have to do it with pieces of
> rigid foam which I currently have in place. Pour it in place (not
directly
> on the bottom but on plastic on the bottom), expand around all the hoses
and
> filters in the seat bottom and then cut the top to fit.
>
> Steve
> A058
> N15JN
>
>
>
________________________________________________________________________________
I used exactly the same two part foam throughout my motor racing career
and always had a perfect fitting seat. The trick is to seal the foam in
a plastic bag, I used a dustbin (trash) bag. Make the seat first then do
the back rest i.e. make them separately, the quantities are more
controllable that way. You can trim and join them together with tape
before covering. The only thing to be aware of is that the sacks MUST be
well sealed initially as the foam really does expand and WILL leak out
if you haven't sealed the sack properly. Also make sure you use VERY
LITTLE foam as it expands at a faster rate than the Chinese population!
Other than that it's a really easy way to make the perfect fitting seat.
Cheers
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jeremy
Davey
Subject: RE: Europa-List: Expanding Foam
-->
One answer here might be to use the foam that is used for custom,
very-close-fit seats - e.g. in Formula 1 cars?
When we did the supersonic car record, the seat used this technology.
The 'bag' was filled with the foam and the driver sat in it. He then sat
there with a warm bottom while it cured - after which he had a seat that
fitted both him and its shell like a glove.
I'm considering similar for my Europa left-hand seat: I want to avoid
the Hi-Top mod, but I'm 6ft tall and thick seats mean I'm banging my
head on the window above. I also like a close-fitting seats anyway. This
would enable me to have a shallow but extremely comfortable seat.
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
"If you can keep your head when all about you are losing theirs, then it
is possible you haven't grasped the severity of the situation." Tail
done Standard XS wings with mods underway CM installed in fuse (with
airbrakes fittings) 1280 build hours to date Intended fit: Rotax 914
turbo, Airmaster CS fully-feathering prop Lots of lights, buttons,
switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of David
Glauser
Subject: Re: Europa-List: Expanding Foam
I tried it in exactly that location.
Don't. Do. It.
Really. Trust me. Cleaning that mess up was a royal pain. I then did the
job over with proper blue foam.
dg
wrote:
>
> Flight,
>
> Has anyone ever used a two part expanding foam to use in place of blue
foam
> for special sculpting uses. I want to get a custom fit for the bottom
floor
> area under the seats and don't really want to have to do it with
> pieces of rigid foam which I currently have in place. Pour it in
> place (not
directly
> on the bottom but on plastic on the bottom), expand around all the
> hoses
and
> filters in the seat bottom and then cut the top to fit.
>
> Steve
> A058
> N15JN
>
>
>
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | While on the subject of Europa characteristics |
Hi! Jeff.
6 years is a taxing period for I am Senior !!!! I can't really remember
since my PPL was taken in Ormond Beach Florida over 21 days (45 hours
total) when the Europa was 3/4 complete after which I tried to get
Cessna out of my head !(except it's like riding a bike you never
forget!)
For what I remember I don't ever recall "flying the 150 into the ground"
which I repeatedly did with the Europa . On conversion after about 18
months and no solo flying after the 150 but about 25 hours in the P2
seat I bought a PFA conversion 2 day course by an authorised PFA trainer
(the chap is now one of the long haul test pilots for the Airbus 380...
great guy)OVER THE TWO DAYS OF GENERALLY CRAP WEATHER DURING WHICH WE
SHOULD HAVE ABORTED THE EVENT I DID 52 TOTALLY CRAP LANDINGS AND EACH
AND EVERY ONE WAS JUDGED TO HAVE FLOWN INTO THE RUNWAY NOT ALONG IT!
We unhesitatingly agreed that I needed more time but at least that two
days enabled me to put my previous Mentor into the P2 seat and start
over in the P1 seat.
The Europa is very slippery and the ratchet item I mentioned is most
important but it is such a slight change in rearward stick pressure you
only need to think of it to take effect. The point is that if you only
slightly relax your arm the bloody thing starts flying again which is
where you bounce from, and the pressing of your elbow to the a/c side
helps you recognise the pressure and also serves to stop Pilot Induced
Oscillation !
I only then needed about 4 hours with the Mentor in the P2 seat after
which the Instructor came back and after two landings he was OK about
me.
There's no way as a novice I would have survived without the two guys
helping me and even now after 600 hours I loath dead stick landings ...
much prefer to just give the throttle a blip and let the prop. be the
settling factor, but of course you need to be prepared for the "donkey
stopped" scenario!
Regards
Bob H G-PTAG
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of N55XS
Subject: Re: Europa-List: While on the subject of Europa characteristics
R.C.Harrison wrote:
>
>Hi! Jeff.
>Yes, firstly read the Pilots Handbook and really digest it.
>Be sure to get your speed controlled and the aircraft trimmed as
>recommended for full flaps and correct before you turn on BASE.
>Use the control stick as if it were a one way ratchet, don't relax the
>control stick pressure what so ever and at the end of the flare try to
>fly about 12" above the runway with your elbow rammed tight to the
>cockpit side looking ahead (not sideways)to get the attitude of the
>aircraft into your head.
>In the event of a small bounce snatch the stick right back.
>In the event of a large bounce "open the taps" full and go round off
the
>top of the bounce not forgetting to retract the flaps on climb out.(You
>will not correct a big bounce unless the runway is about a mile long !)
>Don't try a dead stick landing until you have grasped landings with
>coordinated use of engine throttle.
>Regards
>Bob Harrison G-PTAG Europa MKI /Jabiru 3300
>PS. Now listen to all the long hour guys telling you how!
>
>
>
Bob,
Thanks for the great information. How would you compare the Europa
landing characteristics to the light Cessnas, like the 152?
--
Jeff - A055
Builders Log: http://www.N55XS.com
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
Subject: | While on the subject of Europa characteristics |
Hi Bob
YOU LEARNED TO FLY AT ORMOND BEACH..! Well that explains a lot! (so did
I) :-)
Cheers
Alan
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
R.C.Harrison
Subject: RE: Europa-List: While on the subject of Europa characteristics
-->
Hi! Jeff.
6 years is a taxing period for I am Senior !!!! I can't really remember
since my PPL was taken in Ormond Beach Florida over 21 days (45 hours
total) when the Europa was 3/4 complete after which I tried to get
Cessna out of my head !(except it's like riding a bike you never
forget!)
For what I remember I don't ever recall "flying the 150 into the ground"
which I repeatedly did with the Europa . On conversion after about 18
months and no solo flying after the 150 but about 25 hours in the P2
seat I bought a PFA conversion 2 day course by an authorised PFA trainer
(the chap is now one of the long haul test pilots for the Airbus 380...
great guy)OVER THE TWO DAYS OF GENERALLY CRAP WEATHER DURING WHICH WE
SHOULD HAVE ABORTED THE EVENT I DID 52 TOTALLY CRAP LANDINGS AND EACH
AND EVERY ONE WAS JUDGED TO HAVE FLOWN INTO THE RUNWAY NOT ALONG IT! We
unhesitatingly agreed that I needed more time but at least that two days
enabled me to put my previous Mentor into the P2 seat and start over in
the P1 seat. The Europa is very slippery and the ratchet item I
mentioned is most important but it is such a slight change in rearward
stick pressure you only need to think of it to take effect. The point is
that if you only slightly relax your arm the bloody thing starts flying
again which is where you bounce from, and the pressing of your elbow to
the a/c side helps you recognise the pressure and also serves to stop
Pilot Induced Oscillation ! I only then needed about 4 hours with the
Mentor in the P2 seat after which the Instructor came back and after two
landings he was OK about me. There's no way as a novice I would have
survived without the two guys helping me and even now after 600 hours I
loath dead stick landings ... much prefer to just give the throttle a
blip and let the prop. be the settling factor, but of course you need to
be prepared for the "donkey stopped" scenario! Regards Bob H G-PTAG
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of N55XS
Subject: Re: Europa-List: While on the subject of Europa characteristics
R.C.Harrison wrote:
>
>Hi! Jeff.
>Yes, firstly read the Pilots Handbook and really digest it.
>Be sure to get your speed controlled and the aircraft trimmed as
>recommended for full flaps and correct before you turn on BASE. Use the
>control stick as if it were a one way ratchet, don't relax the control
>stick pressure what so ever and at the end of the flare try to fly
>about 12" above the runway with your elbow rammed tight to the cockpit
>side looking ahead (not sideways)to get the attitude of the aircraft
>into your head. In the event of a small bounce snatch the stick right
>back. In the event of a large bounce "open the taps" full and go round
>off
the
>top of the bounce not forgetting to retract the flaps on climb out.(You
>will not correct a big bounce unless the runway is about a mile long !)
>Don't try a dead stick landing until you have grasped landings with
>coordinated use of engine throttle. Regards
>Bob Harrison G-PTAG Europa MKI /Jabiru 3300
>PS. Now listen to all the long hour guys telling you how!
>
>
>
Bob,
Thanks for the great information. How would you compare the Europa
landing characteristics to the light Cessnas, like the 152?
--
Jeff - A055
Builders Log: http://www.N55XS.com
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
Subject: | While on the subject of Europa characteristics |
Jeff, The closest plane to land like a tri-gear is a Grumman Tiger. The
two seat Grummans are close but the Tiger is spot on charicteristic wise.
It even free swivels the nose like a Europa trike. In a Europa trike you
can take off with any flap setting but I would takeoff with "down aileron
flaps" meaning, I put the left aileron down and then match its angle with
the flaps. Greatly reduces takeoff run and doesn't require straining to see
some hash marks on the wing. Cliff Shaw is on about landings except if you
want to land short, and I mean shorter than a mono can, once its about to
quit flying and close to the stall get the tail REAL low and hold the nose
high, dump the flaps and it will "drop and stop".
Jim Thursby
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of N55XS
Subject: Europa-List: While on the subject of Europa characteristics
I wonder if any of you Tri-gear flyers would be so kind as to comment on
any "characteristics" you've noticed on the takeoff/landing of your
aircraft. Anything in particular one should be on the lookout for?.
Details, please. Thanks in advance...
--
Jeff - A055
Getting close to FWF time...
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Expanding Foam |
Better suited to racing cars, as you suggest, as a close fitting seat is not
a benefit in a touring aircraft where the ability to squirm occasionally
provides much relief.
If I had it to do again I would use 2-part foam in the seat base, sculpt it
back to a broad shallow dish across the full width of the seat pan (with
the aileron torque tube just exposed at the lowest point, depending on
height required) and add a ply or two of BID. Then cover with dynfoam and
normal upholstery etc.
Haven't had a problem with foam in similar uses and the large size of some
bubbles are easily spanned by the BID. Obviously not for structural use or
where precise dimensional control is needed..
Duncan McF.
----- Original Message -----
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: RE: Europa-List: Expanding Foam
<alan@kestrel-insurance.com>
>
> I used exactly the same two part foam throughout my motor racing career
> and always had a perfect fitting seat. The trick is to seal the foam in
> a plastic bag, I used a dustbin (trash) bag. Make the seat first then do
> the back rest i.e. make them separately, the quantities are more
> controllable that way. You can trim and join them together with tape
> before covering. The only thing to be aware of is that the sacks MUST be
> well sealed initially as the foam really does expand and WILL leak out
> if you haven't sealed the sack properly. Also make sure you use VERY
> LITTLE foam as it expands at a faster rate than the Chinese population!
> Other than that it's a really easy way to make the perfect fitting seat.
> Cheers
>
> Alan
>
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Jeremy
> Davey
> To: europa-list(at)matronics.com
> Subject: RE: Europa-List: Expanding Foam
>
>
> -->
>
> One answer here might be to use the foam that is used for custom,
> very-close-fit seats - e.g. in Formula 1 cars?
>
> When we did the supersonic car record, the seat used this technology.
> The 'bag' was filled with the foam and the driver sat in it. He then sat
> there with a warm bottom while it cured - after which he had a seat that
> fitted both him and its shell like a glove.
>
> I'm considering similar for my Europa left-hand seat: I want to avoid
> the Hi-Top mod, but I'm 6ft tall and thick seats mean I'm banging my
> head on the window above. I also like a close-fitting seats anyway. This
> would enable me to have a shallow but extremely comfortable seat.
>
> Regards,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC Representative
> PFA EC Member
> "If you can keep your head when all about you are losing theirs, then it
> is possible you haven't grasped the severity of the situation." Tail
> done Standard XS wings with mods underway CM installed in fuse (with
> airbrakes fittings) 1280 build hours to date Intended fit: Rotax 914
> turbo, Airmaster CS fully-feathering prop Lots of lights, buttons,
> switches, gizmos, and alarms
>
>
> -----Original Message-----
> From: owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of David
> Glauser
> To: europa-list(at)matronics.com
> Subject: Re: Europa-List: Expanding Foam
>
>
> I tried it in exactly that location.
>
> Don't. Do. It.
>
> Really. Trust me. Cleaning that mess up was a royal pain. I then did the
> job over with proper blue foam.
>
> dg
>
>
> wrote:
>
> >
> > Flight,
> >
> > Has anyone ever used a two part expanding foam to use in place of blue
> foam
> > for special sculpting uses. I want to get a custom fit for the bottom
> floor
> > area under the seats and don't really want to have to do it with
> > pieces of rigid foam which I currently have in place. Pour it in
> > place (not
> directly
> > on the bottom but on plastic on the bottom), expand around all the
> > hoses
> and
> > filters in the seat bottom and then cut the top to fit.
> >
> > Steve
> > A058
> > N15JN
> >
> >
> >
>
>
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | RE: Baltics and Colditz Tour |
Hi! All and Bryan
I had declared my intention to try encompass Latvia and Estonia and
probably a landing in Poland all to coincide with the week between the
Barkaby (Stockholm) Rally on W/E 3rd and 4th 5th June and the Stauning
(Denmark) Rally the following W/E 11th 12th June. Since broadly speaking
I would think they can all be combined saving repeating the full
outbound and return journeys if all were done separately.
Somehow now the W/E 18th and 19th is in the frame with Colditz added.
So all that needs to be said is that as much as I'd love to be in the
Colditz trip I guess I must give it a miss.
Should anyone care to tag on to my original suggestion they are quite
welcome, however it's not my plan to have a fixed objective other than
trying to use up the week between the two rally's and attend them both.
This would probably mean departure to Stockholm on 2nd/3rd June and back
to UK from Stauning on approx. 12th June. Ivor Phillips will be flying
with me again but we will have no advance accommodation plans and
depending on weather, dates may change and camping may turn into b&b
wherever is appropriate. We will declare our routing to those interested
but in no sense of the plan will we be organising a group trip.
I also expect to attend the Swiss Rally 19th 20th 21st August. And maybe
a "Drop of the Hat" to southern Portugal as a forerunner to a Winter
trip there in February 2006.
Regards
Bob Harrison G-PTAG Europa 337 trike MKI/Jabiru 3300.
-----Original Message-----
From: Bryan Allsop [mailto:bryan(at)blackballclub.com]
Subject: Baltics and Colditz Tour
Hi Bob! Thanks for your e-mail.
Yes I recall you telling me about your intentions regarding the Baltic
states, but I had not realized the extent of your ambitions. There again
the contents of your latest mail bewilder me. It's a fast decline one
you hang your boots up.
The proposed timescale is not cast in stone. I offered up that date
because it does not conflict with anything, but I do not think it would
be practical to try to fit the Colditz thing in to co-incide with your
magnificent schedule.
However if it works out, you will be welcome.
I don't think I would fancy aviating in Greece either. I do not think I
will foregiive them for jailing those spotters.
Cheers Bryan.
________________________________________________________________________________
From: | N55XS <topglock(at)cox.net> |
Subject: | Re: While on the subject of Europa characteristics |
Cliff Shaw wrote:
>
>Jeff
>
>I guess I qualify to comment on this question.
>I started with "Wile E. Coyote" N229WC as a monowheel. I had the first 15
>hours put on my Bob Jacobsen and John Hurst. John gave me 10 hours in
>Lakeland in his demonstrator so I was "qualified" for my insurance to fly my
>own plane. I made my first landing perfectly. and the 8th one was good too.
>In hind sight, I was not getting the plane slow enough when I put it on the
>runway. I bounced. At 22 hours I broke the prop and the wife suggested I
>"do something" to fix the problem.
>Now N22WC is a trike and a "pussycat" to land. It is just as easy to land as
>a 152. (a little different due to the low wings) I should have just built
>it right the first time :(
>
>Really, I put down full flaps just before turning Base and back off on the
>power, trim for 80MPH, and use the throttle to fly to the fence. Then slow
>to 60 MPH and hold it off till it lands. Rather basic approach. The plane
>will land at any speed and the only problem I have had is trying to put it
>down too fast (hard) . It is best to just fly it on. It would be hard to
>goof a landing up (compared to the mono that must nearly stall to land)
>
>I hope that helps. These are my thought anyway !
>
>Cliff Shaw
>1041 Euclid ave.
>Edmonds, WA 98020
>425 776 5555
>http://www.europaowners.org/WileE
>
>Rain forecast for a day or two, no flying :(
>
>
>
>
Thanks, Cliff and everyone else who responded.
--
Jeff
Builders Log: http://www.N55XS.com
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | Don Heath <d.heath(at)voyager.net> |
Subject: | Re: S/Steel Classic Exhausts ex Europa |
Nigel, I sent you a message a while back, d'ont know if you recieved it,I have
cracking on my port aft manifold, stainless muffler, I would appreaciat it if you
would send me info on repair ect.Thanks,
Don Heath,USA, Mono wheel clasic, A001
nigel charles wrote:
>
> -->
>
> >Gidday,
> I was one of the guys waiting for a minimum of 10 people to confirm
> their
> intent to buy an Classic Stainless Steel exhaust. The latest is that the
>
> manufacturer is not going ahead with the production run because there
> are
> stock levels at Europa 2004. He did tell me however that the stock is
> old
> stock and has not been adjusted for the problems identified by Nigel
> Charles. So, he asked me to contact Europa 2004 and ask them to give him
> a
> call, to get the stock returned for the adjustment. I haven't been able
> to
> get in contact with them, principally because being on the other side of
>
> the world time zone wise phone calls always clash with family
> responsibilities and sleep leaving e-mail as the easiest form of
> communication, and to my knowledge that is not possible. I hope so soon.
> If you are interested therefore in one of these exhausts that are "not
> from
> a current run", be aware that without modification they won't fit
> easily,
> and as I recall from Nigels experience, led to several many hours
> nutting
> out a fix, involving the manufacturer. To get something from the other
> side
> of the world and have to return it for rectification is a situation I
> would
> like to guard myself and others from, being my intent of this message.<
>
> CKT(who do much of the metal forming for Europa, both the old and new
> company) is run by Chris Piper who has made great efforts to correct the
> jigging problem associated with the Classic stainless exhaust. I hasten
> to add that CKT was not responsible for the original setting up of this
> exhaust and I think it admirable that Chris has sorted this problem when
> it was not of his making in the first place. I know that he will be
> intent on making sure that none of the old stock exhausts are dispatched
> to customers before the necessary correction has been made. I know Andy
> Draper is well aware of the situation so potential customers have no
> reason to be concerned in this respect. Anyone using an old unmodified
> exhaust should regularly inspect the port aft manifold for signs of
> cracking. They should also consider getting the manifold modified,
> either by CKT if in the UK, or by a suitably qualified welder if abroad.
> For those abroad I suggest they contact me for advice before proceeding
> so that I can help them identify the corrective work necessary.
>
> Nigel Charles
> Europa Club Mods Rep
>
>
> _____________________________________________________
________________________________________________________________________________
Subject: | Build manual in Portuguese |
From: | "Alexander Kaarsberg" <kaarsber(at)terra.com.br> |
Dear fellow builders,
As one of many casualties of Keith Wilsons reign, I was convinced to have the Europa
build manual translated to portuguese by a professional aircraft industry
translator-..and to put up the money for it.....(!!)
Needless to say that when it came to pay back, Keith became even more difficult
to contact than normal....so he didn=B4t get a copy of it.
I have not been able to convince the new Europa to take on the cost so I now ask
the forum if there might be anybody out there who might be interested in having
the manual in Portuguese?
I have spent in the region of Brazilian Reais 12.000, which corresponds to around
US$4.500 (Which is very cheap for this kind of work) and would like to recover
at least some of that money.
Best regards,
Alex, kit 529- still waiting for me to buy engine and instruments..
________________________________________________________________________________
From: | TELEDYNMCS(at)aol.com |
Subject: | Re: Underseat cavities |
In a message dated 2/11/2005 2:58:56 AM Eastern Standard Time,
europa-list-digest(at)matronics.com writes:
> Flight,
> >
> >Has anyone ever used a two part expanding foam to use in place of blue foam
> >for special sculpting uses. I want to get a custom fit for the bottom
> floor
> >area under the seats and don't really want to have to do it with pieces of
> >rigid foam which I currently have in place. Pour it in place (not directly
> >on the bottom but on plastic on the bottom), expand around all the hoses
> and
> >filters in the seat bottom and then cut the top to fit.
> >
> >Steve
> >A058
> >N15JN
>
> Hi Steve,
>
> FWIW, I chose to make a flat seat pan from a sandwich of Rohacell foam core
> and 2 layers of 'bid each side. The pan is held in place with velcro tabs. I
> made brackets out of 'bid to hold the pan panel along the inner side of the
> cavity and another one along the outter cavity, at a level even with the
> molding in the middle. The inner cavity under the seat is storage for a quart
of
> oil, fuel tester, rags, lunch etc. The outter cavity contains my headset
> jacks. This neatly contains the headset wiring and is superior to having the
head
> set jacks overhead. The headset wires just disappear behind the seat cushion.
>
> I can send you pictures of what I've done if you'd like to see them.
>
> Regards,
>
> John Lawton
> Dunlap, TN
> A-245 (Just about to make the panel go blinky-blink.)
________________________________________________________________________________
From: | TELEDYNMCS(at)aol.com |
Subject: | Re: Grumman Tiger |
In a message dated 2/12/2005 3:13:40 AM Eastern Standard Time,
europa-list-digest(at)matronics.com writes:
> The closest plane to land like a tri-gear is a Grumman Tiger. The
> two seat Grummans are close but the Tiger is spot on charicteristic wise.
Having earned my pilots license in a Grumman Tiger, and having flown several
Cheetahs, TR-2's and Grumman trainers, this was my exact observation when I
took my first flight with John Hurst in his trigear demo prior to purchasing
A-245.
Regards,
John Lawton
Dunlap, TN
A-245 (Just about to make the panel go blinky-blink.)
________________________________________________________________________________
From: | "Sven den Boer" <svendenboer(at)quicknet.nl> |
Subject: | Re: Grumman Tiger |
Try the DA20 Katana....?
----- Original Message -----
From: <TELEDYNMCS(at)aol.com>
Subject: Europa-List: Re: Grumman Tiger
>
> In a message dated 2/12/2005 3:13:40 AM Eastern Standard Time,
> europa-list-digest(at)matronics.com writes:
>
> > The closest plane to land like a tri-gear is a Grumman Tiger. The
> > two seat Grummans are close but the Tiger is spot on charicteristic
wise.
>
> Having earned my pilots license in a Grumman Tiger, and having flown
several
> Cheetahs, TR-2's and Grumman trainers, this was my exact observation when
I
> took my first flight with John Hurst in his trigear demo prior to
purchasing
> A-245.
>
> Regards,
>
> John Lawton
> Dunlap, TN
> A-245 (Just about to make the panel go blinky-blink.)
>
>
________________________________________________________________________________
From: | Rowland Carson <rowil(at)clara.net> |
I've had a chance to speak briefly with the owner of the
IVOPROP-equipped Europa. Although it's working reasonably well now,
he says he would not choose that prop again.
It suffered severe vibration when first installed, so bad that it
sometimes affected the governor and caused it to run to full coarse.
Took a long time and a lot of work to get it more satisfactory. He's
still not convinced that it's giving the best cruise performance as
he can't get more than 120kt in level flight.
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (740 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
Subject: | Static connection |
From: | Gerry Holland <gnholland(at)onetel.com> |
Hi to all.
Im just finalising the Pitot/Static tubing at rear of Panel and would be
interested in some feedback from those Flying their Europas.
Has everyone use a traditional STATIC connection to the outside world or
have some of you found the Static is OK when vented from within the Cabin
area?
Regards
Gerry
Europa 384 G-FIZY
Trigear with Rotax 912 and Arplast CS Prop.
Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
PSS AoA Fitted.
http://www.g-fizy.com
Mobile: +44 7808 402404
WebFax: +44 870 7059985
gnholland(at)onetel.com
________________________________________________________________________________
From: | Paul Boulet <possibletodo(at)YAHOO.COM> |
Subject: | Re: Static connection |
if I was doing it over again I'd vent inside the
cabin...
Paul Boulet, N914PB
--- Gerry Holland wrote:
>
>
> Hi to all.
>
> Im just finalising the Pitot/Static tubing at rear
> of Panel and would be
> interested in some feedback from those Flying their
> Europas.
>
> Has everyone use a traditional STATIC connection to
> the outside world or
> have some of you found the Static is OK when vented
> from within the Cabin
> area?
>
> Regards
>
> Gerry
>
> Europa 384 G-FIZY
> Trigear with Rotax 912 and Arplast CS Prop.
> Dynon EFIS, KMD 150, Icom A-200 and SL70
> Transponder.
> PSS AoA Fitted.
>
> http://www.g-fizy.com
> Mobile: +44 7808 402404
> WebFax: +44 870 7059985
> gnholland(at)onetel.com
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Europa-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
________________________________________________________________________________
From: | "Timothy.P.Ward" <ward.t(at)xtra.co.nz> |
Subject: | Re: Static connection |
Gerry,
I used the tradition static connection. When calibrating the airspeed during the
flight testing, the position error was very small. (accurately achieved these
days with the help of GPS!!!)I have therefore installed a tee from the static
line behind the panel leading to the cabin below the panel and within reach
of the pilot. This is my alternate source however I haven't check it but have
heard from other flyers it is just as good.
Cheers,
Tim
>
> From: Gerry Holland <gnholland(at)onetel.com>
> Date: 2005/02/13 Sun AM 07:04:25 GMT+13:00
> To:
> Subject: Europa-List: Static connection
>
>
> Hi to all.
>
> Im just finalising the Pitot/Static tubing at rear of Panel and would be
> interested in some feedback from those Flying their Europas.
>
> Has everyone use a traditional STATIC connection to the outside world or
> have some of you found the Static is OK when vented from within the Cabin
> area?
>
> Regards
>
> Gerry
>
> Europa 384 G-FIZY
> Trigear with Rotax 912 and Arplast CS Prop.
> Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
> PSS AoA Fitted.
>
> http://www.g-fizy.com
> Mobile: +44 7808 402404
> WebFax: +44 870 7059985
> gnholland(at)onetel.com
>
>
>
>
>
>
>
________________________________________________________________________________
Subject: | Re: Static connection |
From: | Gerry Holland <gnholland(at)onetel.com> |
Tim Hi!
Many thanks for the Static source information.
Regards
Gerry
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Static connection |
I too use cockpit static and find it to be as "accurate" as the Factory wing
mounted position. That is, it makes no measurable difference to the
airspeed.
What I have not checked particularly accurately is what difference it makes
to Mode C altitude reporting.
If the static pressure was out by a couple of mph then this would go
unnoticed during ASI 'calibration' but could result in altitude misreporting
of 30' or so, which could be enough to make a marginally acceptable Mode C
set-up unacceptable.
Perhaps someone would like to check my maths on this one. Has anyone tried
placing a sensitive ASI across both statics to see if there is a significant
differential?
Duncan McF.
----- Original Message -----
From: "Gerry Holland" <gnholland(at)onetel.com>
Subject: Europa-List: Static connection
>
> Hi to all.
>
> Im just finalising the Pitot/Static tubing at rear of Panel and would be
> interested in some feedback from those Flying their Europas.
>
> Has everyone use a traditional STATIC connection to the outside world or
> have some of you found the Static is OK when vented from within the Cabin
> area?
>
> Regards
>
> Gerry
>
> Europa 384 G-FIZY
> Trigear with Rotax 912 and Arplast CS Prop.
> Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
> PSS AoA Fitted.
>
> http://www.g-fizy.com
> Mobile: +44 7808 402404
> WebFax: +44 870 7059985
> gnholland(at)onetel.com
>
>
________________________________________________________________________________
From: | N55XS <topglock(at)cox.net> |
Subject: | Re: Underseat cavities |
TELEDYNMCS(at)aol.com wrote:
>
>In a message dated 2/11/2005 2:58:56 AM Eastern Standard Time,
>europa-list-digest(at)matronics.com writes:
>
>
>
>>Flight,
>>
>>
>>>Has anyone ever used a two part expanding foam to use in place of blue foam
>>>for special sculpting uses. I want to get a custom fit for the bottom
>>>
>>>
>>floor
>>
>>
>>>area under the seats and don't really want to have to do it with pieces of
>>>rigid foam which I currently have in place. Pour it in place (not directly
>>>on the bottom but on plastic on the bottom), expand around all the hoses
>>>
>>>
>>and
>>
>>
>>>filters in the seat bottom and then cut the top to fit.
>>>
>>>Steve
>>>A058
>>>N15JN
>>>
>>>
>>Hi Steve,
>>
>>FWIW, I chose to make a flat seat pan from a sandwich of Rohacell foam core
>>and 2 layers of 'bid each side. The pan is held in place with velcro tabs. I
>>made brackets out of 'bid to hold the pan panel along the inner side of the
>>cavity and another one along the outter cavity, at a level even with the
>>molding in the middle. The inner cavity under the seat is storage for a quart
of
>>oil, fuel tester, rags, lunch etc. The outter cavity contains my headset
>>jacks. This neatly contains the headset wiring and is superior to having the
head
>>set jacks overhead. The headset wires just disappear behind the seat cushion.
>>
>>I can send you pictures of what I've done if you'd like to see them.
>>
>>Regards,
>>
>>John Lawton
>>Dunlap, TN
>>A-245 (Just about to make the panel go blinky-blink.)
>>
>>
I used plywood to construct a removable seat bottom. Pics at my site,
May 30 entry...
--
Jeff - A055
Ready for paint and waiting for FWF, engine and prop.
Builders Log: http://www.N55XS.com
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "nigel charles" <nigelcharles(at)tiscali.co.uk> |
Subject: | S/Steel Classic Exhausts ex Europa |
>I sent you a message a while back, d'ont know if you recieved it,I have
cracking on my port aft manifold, stainless muffler, I would appreaciat
it if you would send me info on repair ect<
I did reply at the time. Sorry that you did not receive it OK.
The info you need is as follows:
The problem was caused by a slight error in the setup of the jig. The
present exhaust manufacturer was not at fault and although they
inherited the problem they have used my exhaust as a prototype to get it
right. However as you are US based it would be easier and cheaper to get
yours fixed locally. As you don't have a jig you will need to use your
engine instead.
If the exhaust fits such that all the manifolds can be positioned snugly
without any loads then it is OK. As yours is cracked it is highly likely
that that it has been caused by stresses pulling the port manifold away
from its unstressed position. If this is the case proceed as follows:
1. Fit all the exhaust minus the port rear manifold. Make sure all parts
fit without undue stress.
2. Get your local qualified welder to modify the port manifold tube such
that it can be fitted without stress. The cracks on mine occurred around
the joining collar in the manifold. It is probably best to reuse the
existing upstream part and get your welder to remake a piece to join to
the muffler part.
3. If the part is made correctly it should be possible to remove and
refit the manifold without removing the whole exhaust. To do this, after
having removed the exhaust nuts and springs, rotate the manifold and it
should swing away from the engine enough to withdraw it from the
muffler.
As an aside the latest exhaust nuts (which are copper coloured) are
slightly smaller which makes removal and refitting easier. I highly
recommend replacing these anyway as they can work loose if they are
removed and refitted too many times.
Come back to me if you have more questions.
Regards
Nigel Charles
________________________________________________________________________________
From: | "Fred Fillinger" <n3eu(at)comcast.net> |
Subject: | Re: Static connection |
"Duncan McFadyean" wrote:
>
> I too use cockpit static and find it to be as "accurate" as the
Factory wing
> mounted position. That is, it makes no measurable difference to the
> airspeed.
>
> What I have not checked particularly accurately is what difference
it makes
> to Mode C altitude reporting.
>
If the encoder is plumbed to the same static source as the altimeter,
as it should be, then both encoder and altimeter will "read" the
same...but not necessarily accurate altitude.
I recall a couple occasions in the other plane where the static line
sprung a healthy leak, and pulling an air vent open caused the
altimeter to instantly read at least a 100 feet lower. On the bright
side, for "hard" IFR, it would be nice to gain another 100' or so on
minimum descent altitude just by closing the vents. :-)
For VFR, I suppose we could also correct for just a little too slow on
final by just adjusting the vents???
Reg,
Fred F.
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
Subject: | Anguish.......... |
Cheers,
I attended the EAA/RAA chapter locally last Friday to hear the
pricipal speaker, a qualified fuel expert who acts as Quality Control for a
large petroleum firm in Canada. His topic was future fuels. Fuel and its
derivatives when operated in Canada is a provincial affair, since trade and
commerce come under provincial jurisdiction unless exported.
Our speaker pointed out that theProvinciual Premier had called
for and is acting on a proposal to increase the ethanol content of motor car
fuels to an average of 5% over the next few years to a present-day maximum
of 10% anywhere. This is somewhat nebulous in intent, since the plan is to
reduce noxious exhausts, especially in the greater Toronto area (GTA). The
fuel has become known as E10. Whether it means 5% everywhere or that Toronto
(being the greatest offender) will have 10 while outlying districts will
carry much less - is still up in the air. There is feeling that this trend
will increase in popularity across the land.
Naturally this is of interest to those such as myself who were
planning on the use of MoGas as is advertised in Rotaz and Europa materials.
Slightly less than half the attendees owned Rotax or similar, using MoGas.
The bulk of his topic was the destructive qualities tested in
labs to date. The conclusion is that E10 will wreak havoc on aluminum fuel
lines and most rubber-type tubing, including many of the epoxy and like
materials. So there I am - fuel lines aluminum alloy where difficult to get
at (in order to avoid the difficulties of changing same at periodic times) -
I had taken great care to avoid vibration threats - AND the Europa standard
fuel tank of the 1997 vintage (already changed once after leaks detected in
original tank, and fuel filler tube also changed).
In view of the popularity of the Premier's edict (TO. is swiftly
becoming a choking zone at rush hour) without incurring the rural wrath,
there seems no point in objecting. This of course accounts for the Subject
title and my preliminary dread. At the moment it looks like I have built an
aircraft with a sword over its head (to say nothing of dwindling resources).
So my purpose in writing is to clang the bell on coming trends
for those as yet unaware, and to beg some good news that E10 will not eat
through my embedded fuel cell. I find the idea of changing fuel lines (we
were told that stainless is not free of threat) abhorrent enough without
worse news.
Tell me it ain't so!
Ferg Monowheel Classic 914 - sanding sanding sanding
________________________________________________________________________________
Subject: | Re: Anguish.......... |
From: | Gerry Holland <gnholland(at)onetel.com> |
Ferg Hi!
We are all in Europe suffering various changes in composition of delivered
Fuels having started years back with the first unleaded changes.
In all of these ensuing years the combustion Engine and it's fuel supply has
coped with some minor and major tweaks to the systems.
It will be worth monitoring and investigating what the Automotive Industry
are feeling on the subject. Cars have Aluminium and plastic throughout them
for fuel transfer and storage so I cannot envisage your feeling of
trepidation being accepted technically or politically.
It has to be said I'm a little of an optimist but I've a feeling all will
work out through additives or other subtle changes.
I will be interested in other more informed responses.
Fortunately we have an election in next few months!
Regards
Gerry
________________________________________________________________________________
Hi Folks,
Anyone else wired up an Icom A-200? The instructions ask for two pairs of 18
swg for power and ground. By that I assume they mean one pair of 18 swg wires
for power and one pair of 18 swg wires for ground.
Power goes to two pins (14 & R) and ground to four pins (6,15,F & S). Do all
these pins have to carry two 18 swg wires? I think I might have trouble
getting two wires into the Molex pin and fit in the plastic Molex connector.
Any advice would be appreciated.
Regards,
Martin Tuck
N152MT
Wichita, Kansas
________________________________________________________________________________
From: | "Carl Pattinson" <carl(at)flyers.freeserve.co.uk> |
Subject: | Re: Icom A-200 Comm |
Whatever you do with the A200 , make sure you use a separate intercom setup
with mic squelch (dont use their integrated one). The reason I say this is
because there is no microphone squelch and you will have cockpit noise piped
into your headsets via the mics all the time.
We use ANR headsets but guess what, no amount of ANR will eliminate what
gets in via the mics and noise cancelling microphones will not cancel out
all of the cockpit noise.
The implication of this is that all incoming transmissions are corrupted by
the cockpit noise entering via the mics. This makes them harder to decipher.
With mic squelch the mic input is silenced enabling clearer incoming
transmissions.
----- Original Message -----
From: <MJKTuck(at)cs.com>
Subject: Europa-List: Icom A-200 Comm
>
> Hi Folks,
>
> Anyone else wired up an Icom A-200? The instructions ask for two pairs of
> 18
> swg for power and ground. By that I assume they mean one pair of 18 swg
> wires
> for power and one pair of 18 swg wires for ground.
>
> Power goes to two pins (14 & R) and ground to four pins (6,15,F & S). Do
> all
> these pins have to carry two 18 swg wires? I think I might have trouble
> getting two wires into the Molex pin and fit in the plastic Molex
> connector.
>
> Any advice would be appreciated.
>
> Regards,
> Martin Tuck
> N152MT
> Wichita, Kansas
>
>
>
________________________________________________________________________________
Subject: | Re: Icom A-200 Comm |
From: | Gerry Holland <gnholland(at)onetel.com> |
Martin Hi!
> Anyone else wired up an Icom A-200?
Yes.
> Power goes to two pins (14 & R) and ground to four pins (6,15,F & S). Do all
> these pins have to carry two 18 swg wires? I think I might have trouble
> getting two wires into the Molex pin and fit in the plastic Molex connector.
No. I placed 18 swg into each pin and then about 3" back from MOLEX ran them
into a bunch, added a connecting wire and took them back to Power and Ground
as required for each. Each Pin only has a single wire. The join is made
externally by whatever you feel suitable. Mine were soldered and then
protected by suitable shrink wrap.
It works fine.
The best laugh was that after I wired it I fitted the Molex UPSIDE DOWN, got
no power, received help from a Radio Ham friend who couldn't spot the
problem and eventually sent it back to Icom where there was no fault
found..... Really!!! Panel wiring has it's moments.
Hope that helps.
Regards
Gerry
Europa 384 G-FIZY
Trigear with Rotax 912 and Arplast CS Prop.
Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
PSS AoA Fitted.
http://www.g-fizy.com
Mobile: +44 7808 402404
WebFax: +44 870 7059985
gnholland(at)onetel.com
________________________________________________________________________________
Subject: | Re: Anguish.......... |
From: | Gerry Holland <gnholland(at)onetel.com> |
> < What difference will that make?!
Patience man! You'll have to wait and see!
Regards
Gerry
________________________________________________________________________________
Subject: | RE: Static connection |
From: | "steve v." <s.vestuti(at)btinternet.com> |
2.60 REPLY_TO_EMPTY Reply-To: is empty
well i wish i knew all this sooner !, i could have wired the two spare switches
on top of the control stick to a servo unit linked to the vents thereby giving
me remote altitude control without increasing/decreasing rpm. thank you in
advance :-)
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | "KARL HEINDL" <kheindl(at)msn.com> |
Subject: | Anguish.......... |
Ferg,
I am obviously concerned about the same issue. I contacted Rotax direct some
time ago, and they say that an ethanol content above 5% is a NONO. It causes
detonation, internal corrosion and possible engine failure. Your concern
about fuel lines in comparison is irrelevant.
As recommended by COPA, I have also written to the Ontario premier
explaining the situation, and also including a copy of an EAA article
outlining the same problem in Montana. We are all hoping that the ruling is
modified whereby the premium 91 octane (North American) fuel is supplied
without ethanol.
If you think this is to do with global warming, think again. It is all to do
with supporting the poor impoverished farmers.
If anyone from Brazil is on this forum, can you enlighten us on what you use
for Rotax fuel ?
I remember your cities having a strong smell of alcohol 20 years ago from
car exhaust fumes.
Karl
>From: "Fergus Kyle" <VE3LVO(at)rac.ca>
>Reply-To: europa-list(at)matronics.com
>To: "EUROPALIST"
>Subject: Europa-List: Anguish..........
>Date: Sun, 13 Feb 2005 15:28:10 -0500
>
>
>Cheers,
> I attended the EAA/RAA chapter locally last Friday to hear the
>pricipal speaker, a qualified fuel expert who acts as Quality Control for a
>large petroleum firm in Canada. His topic was future fuels. Fuel and its
>derivatives when operated in Canada is a provincial affair, since trade and
>commerce come under provincial jurisdiction unless exported.
> Our speaker pointed out that theProvinciual Premier had called
>for and is acting on a proposal to increase the ethanol content of motor
>car
>fuels to an average of 5% over the next few years to a present-day maximum
>of 10% anywhere. This is somewhat nebulous in intent, since the plan is to
>reduce noxious exhausts, especially in the greater Toronto area (GTA). The
>fuel has become known as E10. Whether it means 5% everywhere or that
>Toronto
>(being the greatest offender) will have 10 while outlying districts will
>carry much less - is still up in the air. There is feeling that this trend
>will increase in popularity across the land.
> Naturally this is of interest to those such as myself who were
>planning on the use of MoGas as is advertised in Rotaz and Europa
>materials.
>Slightly less than half the attendees owned Rotax or similar, using MoGas.
> The bulk of his topic was the destructive qualities tested in
>labs to date. The conclusion is that E10 will wreak havoc on aluminum fuel
>lines and most rubber-type tubing, including many of the epoxy and like
>materials. So there I am - fuel lines aluminum alloy where difficult to get
>at (in order to avoid the difficulties of changing same at periodic times)
>-
>I had taken great care to avoid vibration threats - AND the Europa standard
>fuel tank of the 1997 vintage (already changed once after leaks detected in
>original tank, and fuel filler tube also changed).
> In view of the popularity of the Premier's edict (TO. is
>swiftly
>becoming a choking zone at rush hour) without incurring the rural wrath,
>there seems no point in objecting. This of course accounts for the Subject
>title and my preliminary dread. At the moment it looks like I have built an
>aircraft with a sword over its head (to say nothing of dwindling
>resources).
> So my purpose in writing is to clang the bell on coming trends
>for those as yet unaware, and to beg some good news that E10 will not eat
>through my embedded fuel cell. I find the idea of changing fuel lines (we
>were told that stainless is not free of threat) abhorrent enough without
>worse news.
> Tell me it ain't so!
>Ferg Monowheel Classic 914 - sanding sanding sanding
>
>
________________________________________________________________________________
Subject: | Re: Icom A-200 Comm |
Hi Carl,
I'm using a Flightcom 403MC intercom therefore bypassing the inbuilt
auto-squelch in the A-200 which others had found to be a problem.
Regards,
Martin
________________________________________________________________________________
Subject: | Re: Icom A-200 Comm |
In a message dated 2/13/2005 4:10:21 PM Central Standard Time,
gnholland(at)onetel.com writes:
> and took them back to Power and Ground as required for each>>
Single wires then for each pin then 'as required' presumably means joining
them to the pair (as mentioned in the instructions) of 18 swg for power and a
pair of 18 swg for ground?
Martin
________________________________________________________________________________
From: | "Ken Stribling" <ken(at)striblingranch.com> |
I used jumper wires on mine to hook up in series, If I remember right
one power lead controlled the display
Ken S.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
MJKTuck(at)cs.com
Subject: Europa-List: Icom A-200 Comm
Hi Folks,
Anyone else wired up an Icom A-200? The instructions ask for two pairs
of 18
swg for power and ground. By that I assume they mean one pair of 18 swg
wires
for power and one pair of 18 swg wires for ground.
Power goes to two pins (14 & R) and ground to four pins (6,15,F & S). Do
all
these pins have to carry two 18 swg wires? I think I might have trouble
getting two wires into the Molex pin and fit in the plastic Molex
connector.
Any advice would be appreciated.
Regards,
Martin Tuck
N152MT
Wichita, Kansas
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Speed Vs. Air density. |
Hi all,
I was wondering if some that was a little more versed in aerodynamics could quantify
my observations. I am finding that with my 914 Turbo that for a constant
power setting I pick up some where between 1.5 ~ 2.0 knots per 1000'. Is this
valid or just wishful thinking.
Paul
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
Subject: | Re: Anguish.......... |
Karl,
That's true regarding the Rotax NO-NO, and in our case, that may
be our saving. If the intent was to concentrate E10 in the TO. area (because
of pollution from cars), then to maintain the 5% average, outlying areas may
not have any (farmer friendly). That would mean avoiding the cities in
general. The stuff is bad news on aluminum alloy - and that's why Rotax
rebels I think - alu parts.
Please let me know what the [inevitable] response is. I suspect it will
skirt the issue since politicians and their ilk aren't supposed to lie any
more.
Ferg
PS The argument is coming to many other lands too. Brazil uses up to 80%
ethanol I was told. Their reply should be interesting.
----- Original Message -----
From: "KARL HEINDL" <kheindl(at)msn.com>
Subject: RE: Europa-List: Anguish..........
|
|
| Ferg,
|
| I am obviously concerned about the same issue. I contacted Rotax direct
some
| time ago, and they say that an ethanol content above 5% is a NONO. It
causes
| detonation, internal corrosion and possible engine failure. Your concern
| about fuel lines in comparison is irrelevant.
| As recommended by COPA, I have also written to the Ontario premier
| explaining the situation, and also including a copy of an EAA article
| outlining the same problem in Montana. We are all hoping that the ruling
is
| modified whereby the premium 91 octane (North American) fuel is supplied
| without ethanol.
| If you think this is to do with global warming, think again. It is all to
do
| with supporting the poor impoverished farmers.
| If anyone from Brazil is on this forum, can you enlighten us on what you
use
| for Rotax fuel ?
| I remember your cities having a strong smell of alcohol 20 years ago from
| car exhaust fumes.
|
| Karl
|
|
| >From: "Fergus Kyle" <VE3LVO(at)rac.ca>
| >Reply-To: europa-list(at)matronics.com
| >To: "EUROPALIST"
| >Subject: Europa-List: Anguish..........
| >Date: Sun, 13 Feb 2005 15:28:10 -0500
| >
| >
| >Cheers,
| > I attended the EAA/RAA chapter locally last Friday to hear
the
| >pricipal speaker, a qualified fuel expert who acts as Quality Control for
a
| >large petroleum firm in Canada. His topic was future fuels. Fuel and its
| >derivatives when operated in Canada is a provincial affair, since trade
and
| >commerce come under provincial jurisdiction unless exported.
| > Our speaker pointed out that theProvinciual Premier had
called
| >for and is acting on a proposal to increase the ethanol content of motor
| >car
| >fuels to an average of 5% over the next few years to a present-day
maximum
| >of 10% anywhere. This is somewhat nebulous in intent, since the plan is
to
| >reduce noxious exhausts, especially in the greater Toronto area (GTA).
The
| >fuel has become known as E10. Whether it means 5% everywhere or that
| >Toronto
| >(being the greatest offender) will have 10 while outlying districts will
| >carry much less - is still up in the air. There is feeling that this
trend
| >will increase in popularity across the land.
| > Naturally this is of interest to those such as myself who
were
| >planning on the use of MoGas as is advertised in Rotaz and Europa
| >materials.
| >Slightly less than half the attendees owned Rotax or similar, using
MoGas.
| > The bulk of his topic was the destructive qualities tested
in
| >labs to date. The conclusion is that E10 will wreak havoc on aluminum
fuel
| >lines and most rubber-type tubing, including many of the epoxy and like
| >materials. So there I am - fuel lines aluminum alloy where difficult to
get
| >at (in order to avoid the difficulties of changing same at periodic
times)
| >-
| >I had taken great care to avoid vibration threats - AND the Europa
standard
| >fuel tank of the 1997 vintage (already changed once after leaks detected
in
| >original tank, and fuel filler tube also changed).
| > In view of the popularity of the Premier's edict (TO. is
| >swiftly
| >becoming a choking zone at rush hour) without incurring the rural wrath,
| >there seems no point in objecting. This of course accounts for the
Subject
| >title and my preliminary dread. At the moment it looks like I have built
an
| >aircraft with a sword over its head (to say nothing of dwindling
| >resources).
| > So my purpose in writing is to clang the bell on coming
trends
| >for those as yet unaware, and to beg some good news that E10 will not eat
| >through my embedded fuel cell. I find the idea of changing fuel lines (we
| >were told that stainless is not free of threat) abhorrent enough without
| >worse news.
| > Tell me it ain't so!
| >Ferg Monowheel Classic 914 - sanding sanding sanding
| >
| >
|
|
|
|
|
|
|
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Subject: | Speed Vs. Air density. |
How are you measuring that, Paul? ASI, GPS corrected for wind, track/time
corrected for wind?
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1290 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul McAllister
Subject: Europa-List: Speed Vs. Air density.
Hi all,
I was wondering if some that was a little more versed in aerodynamics could
quantify my observations. I am finding that with my 914 Turbo that for a
constant power setting I pick up some where between 1.5 ~ 2.0 knots per
1000'. Is this valid or just wishful thinking.
Paul
________________________________________________________________________________
From: | "Kingsley Hurst" <hurstkr(at)growzone.com.au> |
Subject: | Rotax Fuel Return Restrictor |
All,
I don't know if the fuel return line restrictor is the same for all the
Rotax engines or not but I have just a plain vanilla Rotax 912 so . . . .
could anybody enlighten me as to the shape/dimensions and hole size in the
restrictor please.
I would have envisioned the restrictor to be just a small cylinder with a
hole down the centre but the Mod 40 instructions say to put the restrictor
in the end of the hose with its 'plain' end facing outwards. Plain end ?
makes me wonder what's on the other end ???
Thanks in anticipation.
Kingsley Hurst
Mono Classic 281 in Oz.
Lots of things still to be done.
________________________________________________________________________________
Subject: | Re: Anguish.......... |
From: | "Alexander Kaarsberg" <kaarsber(at)terra.com.br> |
All,
Car gas/petrol all Brazil through contains between 20 and 25% alcohol, I believe
it is ethanol.
I have never gotten to speak directly to any Rotax owners about the issue, but
I have had second hand reports and there are a number of positions.
The official Rotax attitude here (and I presume it comes from Kodiak) is that automotive
fuel is not recommended due to the corrosive effects from the high water
content the alcohol CAN hold. A number of Rotax owners here say it is not
so bad in practice and that the consequenses of lead build-up is in many cases
worse when using avgas- and the difference in cost between the two compensates
for a lot anyway.
Detonation should not be an issue though, as far as I know alcohol has a high resistance
to knocking...cars that run on pure alcohol here has about 20% higher
compression rate than gas driven ones.
Some people talk of filling drums 3/4 with cargas, topping off with water, mixing
it all very well for the alcohol and the water to merge and then drain the
water out, leaving gasoline only.....
Embraer have come up with a cropsprayer that flies on alcohol only with a Lycontissaurus
engine...
Regards,
Alex, kit 529
De:owner-europa-list-server(at)matronics.com
Para:europa-list(at)matronics.com
C=F3pia:
Assunto:Re: Europa-List: Anguish..........
>
> Karl,
> That's true regarding the Rotax NO-NO, and in our case, that may
> be our saving. If the intent was to concentrate E10 in the TO. area (because
> of pollution from cars), then to maintain the 5% average, outlying areas may
> not have any (farmer friendly). That would mean avoiding the cities in
> general. The stuff is bad news on aluminum alloy - and that's why Rotax
> rebels I think - alu parts.
> Please let me know what the [inevitable] response is. I suspect it will
> skirt the issue since politicians and their ilk aren't supposed to lie any
> more.
> Ferg
> PS The argument is coming to many other lands too. Brazil uses up to 80%
> ethanol I was told. Their reply should be interesting.
>
>
> ----- Original Message -----
> From: "KARL HEINDL"
> To:
> Subject: RE: Europa-List: Anguish..........
>
>
> |
> |
> | Ferg,
> |
> | I am obviously concerned about the same issue. I contacted Rotax direct
> some
> | time ago, and they say that an ethanol content above 5% is a NONO. It
> causes
> | detonation, internal corrosion and possible engine failure. Your concern
> | about fuel lines in comparison is irrelevant.
> | As recommended by COPA, I have also written to the Ontario premier
> | explaining the situation, and also including a copy of an EAA article
> | outlining the same problem in Montana. We are all hoping that the ruling
> is
> | modified whereby the premium 91 octane (North American) fuel is supplied
> | without ethanol.
> | If you think this is to do with global warming, think again. It is all to
> do
> | with supporting the poor impoverished farmers.
> | If anyone from Brazil is on this forum, can you enlighten us on what you
> use
> | for Rotax fuel ?
> | I remember your cities having a strong smell of alcohol 20 years ago from
> | car exhaust fumes.
> |
> | Karl
> |
> |
> | >From: "Fergus Kyle"
> | >Reply-To: europa-list(at)matronics.com
> | >To: "EUROPALIST"
> | >Subject: Europa-List: Anguish..........
> | >Date: Sun, 13 Feb 2005 15:28:10 -0500
> | >
> | >
> | >Cheers,
> | > I attended the EAA/RAA chapter locally last Friday to hear
> the
> | >pricipal speaker, a qualified fuel expert who acts as Quality Control for
> a
> | >large petroleum firm in Canada. His topic was future fuels. Fuel and its
> | >derivatives when operated in Canada is a provincial affair, since trade
> and
> | >commerce come under provincial jurisdiction unless exported.
> | > Our speaker pointed out that theProvinciual Premier had
> called
> | >for and is acting on a proposal to increase the ethanol content of motor
> | >car
> | >fuels to an average of 5% over the next few years to a present-day
> maximum
> | >of 10% anywhere. This is somewhat nebulous in intent, since the plan is
> to
> | >reduce noxious exhausts, especially in the greater Toronto area (GTA).
> The
> | >fuel has become known as E10. Whether it means 5% everywhere or that
> | >Toronto
> | >(being the greatest offender) will have 10 while outlying districts will
> | >carry much less - is still up in the air. There is feeling that this
> trend
> | >will increase in popularity across the land.
> | > Naturally this is of interest to those such as myself who
> were
> | >planning on the use of MoGas as is advertised in Rotaz and Europa
> | >materials.
> | >Slightly less than half the attendees owned Rotax or similar, using
> MoGas.
> | > The bulk of his topic was the destructive qualities tested
> in
> | >labs to date. The conclusion is that E10 will wreak havoc on aluminum
> fuel
> | >lines and most rubber-type tubing, including many of the epoxy and like
> | >materials. So there I am - fuel lines aluminum alloy where difficult to
> get
> | >at (in order to avoid the difficulties of changing same at periodic
> times)
> | >-
> | >I had taken great care to avoid vibration threats - AND the Europa
> standard
> | >fuel tank of the 1997 vintage (already changed once after leaks detected
> in
> | >original tank, and fuel filler tube also changed).
> | > In view of the popularity of the Premier's edict (TO. is
> | >swiftly
> | >becoming a choking zone at rush hour) without incurring the rural wrath,
> | >there seems no point in objecting. This of course accounts for the
> Subject
> | >title and my preliminary dread. At the moment it looks like I have built
> an
> | >aircraft with a sword over its head (to say nothing of dwindling
> | >resources).
> | > So my purpose in writing is to clang the bell on coming
> trends
> | >for those as yet unaware, and to beg some good news that E10 will not eat
> | >through my embedded fuel cell. I find the idea of changing fuel lines (we
> | >were told that stainless is not free of threat) abhorrent enough without
> | >worse news.
> | > Tell me it ain't so!
> | >Ferg Monowheel Classic 914 - sanding sanding sanding
> | >
> | >
> |
> |
> |
> |
> |
> |
> |
>
>
>
>
>
>
>
> Esta mensagem foi verificada pelo E-mail Protegido Terra.
> Scan engine: McAfee VirusScan / Atualizado em 09/02/2005 / Vers=E3o: 4.4.00 -
Dat 4427
> Proteja o seu e-mail Terra: http://www.emailprotegido.terra.com.br/
>
________________________________________________________________________________
From: | "KARL HEINDL" <kheindl(at)msn.com> |
Subject: | Re: Anguish.......... |
All,
I don't really understand all the implications, and why ethanol is okay for
car engines, most of which are also made of aluminum with metal fuel lines,
and not for certain aircaft engines. I can only go by what the man from
Rotax told me. I understand that other vehicles are also affected, maybe
snowmobiles and similar. According to the maintenance manual, the Rotax has
internal corrosion proofing, so what's the problem ?
I don't expect a reply from the premier's office but we will have to keep an
eye on what COPA/AOPA and EAA will be able to accomplish. The only hope is
that the premium gasoline is exempted, as this is used by relatively few
cars.
Karl
>From: "Alexander Kaarsberg" <kaarsber(at)terra.com.br>
>Reply-To: europa-list(at)matronics.com
>To: "europa-list"
>Subject: Re: Europa-List: Anguish..........
>Date: Mon, 14 Feb 2005 09:43:00 -0300
>
>
>
>All,
>
>Car gas/petrol all Brazil through contains between 20 and 25% alcohol, I
>believe it is ethanol.
>I have never gotten to speak directly to any Rotax owners about the issue,
>but I have had second hand reports and there are a number of positions.
>The official Rotax attitude here (and I presume it comes from Kodiak) is
>that automotive fuel is not recommended due to the corrosive effects from
>the high water content the alcohol CAN hold. A number of Rotax owners here
>say it is not so bad in practice and that the consequenses of lead build-up
>is in many cases worse when using avgas- and the difference in cost between
>the two compensates for a lot anyway.
>Detonation should not be an issue though, as far as I know alcohol has a
>high resistance to knocking...cars that run on pure alcohol here has about
>20% higher compression rate than gas driven ones.
>
>Some people talk of filling drums 3/4 with cargas, topping off with water,
>mixing it all very well for the alcohol and the water to merge and then
>drain the water out, leaving gasoline only.....
>
>Embraer have come up with a cropsprayer that flies on alcohol only with a
>Lycontissaurus engine...
>
>Regards,
>
>Alex, kit 529
>De:owner-europa-list-server(at)matronics.com
>
>Para:europa-list(at)matronics.com
>
>C=F3pia:
>
>
>Assunto:Re: Europa-List: Anguish..........
>
>
> >
> > Karl,
> > That's true regarding the Rotax NO-NO, and in our case, that may
> > be our saving. If the intent was to concentrate E10 in the TO. area
>(because
> > of pollution from cars), then to maintain the 5% average, outlying areas
>may
> > not have any (farmer friendly). That would mean avoiding the cities in
> > general. The stuff is bad news on aluminum alloy - and that's why Rotax
> > rebels I think - alu parts.
> > Please let me know what the [inevitable] response is. I suspect it will
> > skirt the issue since politicians and their ilk aren't supposed to lie
>any
> > more.
> > Ferg
> > PS The argument is coming to many other lands too. Brazil uses up to 80%
> > ethanol I was told. Their reply should be interesting.
> >
> >
> > ----- Original Message -----
> > From: "KARL HEINDL"
> > To:
> > Subject: RE: Europa-List: Anguish..........
> >
> >
> > |
> > |
> > | Ferg,
> > |
> > | I am obviously concerned about the same issue. I contacted Rotax
>direct
> > some
> > | time ago, and they say that an ethanol content above 5% is a NONO. It
> > causes
> > | detonation, internal corrosion and possible engine failure. Your
>concern
> > | about fuel lines in comparison is irrelevant.
> > | As recommended by COPA, I have also written to the Ontario premier
> > | explaining the situation, and also including a copy of an EAA article
> > | outlining the same problem in Montana. We are all hoping that the
>ruling
> > is
> > | modified whereby the premium 91 octane (North American) fuel is
>supplied
> > | without ethanol.
> > | If you think this is to do with global warming, think again. It is all
>to
> > do
> > | with supporting the poor impoverished farmers.
> > | If anyone from Brazil is on this forum, can you enlighten us on what
>you
> > use
> > | for Rotax fuel ?
> > | I remember your cities having a strong smell of alcohol 20 years ago
>from
> > | car exhaust fumes.
> > |
> > | Karl
> > |
> > |
> > | >From: "Fergus Kyle"
> > | >Reply-To: europa-list(at)matronics.com
> > | >To: "EUROPALIST"
> > | >Subject: Europa-List: Anguish..........
> > | >Date: Sun, 13 Feb 2005 15:28:10 -0500
> > | >
> > | >
> > | >Cheers,
> > | > I attended the EAA/RAA chapter locally last Friday to hear
> > the
> > | >pricipal speaker, a qualified fuel expert who acts as Quality Control
>for
> > a
> > | >large petroleum firm in Canada. His topic was future fuels. Fuel and
>its
> > | >derivatives when operated in Canada is a provincial affair, since
>trade
> > and
> > | >commerce come under provincial jurisdiction unless exported.
> > | > Our speaker pointed out that theProvinciual Premier had
> > called
> > | >for and is acting on a proposal to increase the ethanol content of
>motor
> > | >car
> > | >fuels to an average of 5% over the next few years to a present-day
> > maximum
> > | >of 10% anywhere. This is somewhat nebulous in intent, since the plan
>is
> > to
> > | >reduce noxious exhausts, especially in the greater Toronto area
>(GTA).
> > The
> > | >fuel has become known as E10. Whether it means 5% everywhere or that
> > | >Toronto
> > | >(being the greatest offender) will have 10 while outlying districts
>will
> > | >carry much less - is still up in the air. There is feeling that this
> > trend
> > | >will increase in popularity across the land.
> > | > Naturally this is of interest to those such as myself who
> > were
> > | >planning on the use of MoGas as is advertised in Rotaz and Europa
> > | >materials.
> > | >Slightly less than half the attendees owned Rotax or similar, using
> > MoGas.
> > | > The bulk of his topic was the destructive qualities tested
> > in
> > | >labs to date. The conclusion is that E10 will wreak havoc on aluminum
> > fuel
> > | >lines and most rubber-type tubing, including many of the epoxy and
>like
> > | >materials. So there I am - fuel lines aluminum alloy where difficult
>to
> > get
> > | >at (in order to avoid the difficulties of changing same at periodic
> > times)
> > | >-
> > | >I had taken great care to avoid vibration threats - AND the Europa
> > standard
> > | >fuel tank of the 1997 vintage (already changed once after leaks
>detected
> > in
> > | >original tank, and fuel filler tube also changed).
> > | > In view of the popularity of the Premier's edict (TO. is
> > | >swiftly
> > | >becoming a choking zone at rush hour) without incurring the rural
>wrath,
> > | >there seems no point in objecting. This of course accounts for the
> > Subject
> > | >title and my preliminary dread. At the moment it looks like I have
>built
> > an
> > | >aircraft with a sword over its head (to say nothing of dwindling
> > | >resources).
> > | > So my purpose in writing is to clang the bell on coming
> > trends
> > | >for those as yet unaware, and to beg some good news that E10 will not
>eat
> > | >through my embedded fuel cell. I find the idea of changing fuel lines
>(we
> > | >were told that stainless is not free of threat) abhorrent enough
>without
> > | >worse news.
> > | > Tell me it ain't so!
> > | >Ferg Monowheel Classic 914 - sanding sanding sanding
> > | >
> > | >
> > |
> > |
> > |
> > |
> > |
> > |
> > |
> >
> >
> >
> >
> >
> >
> >
> > Esta mensagem foi verificada pelo E-mail Protegido Terra.
> > Scan engine: McAfee VirusScan / Atualizado em 09/02/2005 / Vers=E3o:
>4.4.00 - Dat 4427
> > Proteja o seu e-mail Terra: http://www.emailprotegido.terra.com.br/
> >
>
>
________________________________________________________________________________
From: | <wingnut54(at)charter.net> |
I just completed the same task. I did not use 2 18ga wires only one, assuming a
grammer use problem. What is the purpose of using 2 18ga wires anyway? If the
current is high enough for two then why not use a larger wire to begin with?
Reason, if one were to break then the remaining one is now a fusible link.(?)
Perhaps a call to tech support is in order. BTW I hooked mine to a Sigtronics
SPA 400 and they were very helpful and knowlegable of the A200.
Troy Maynor
Monowheel Classic UK120
________________________________________________________________________________
From: | "Mike Gregory" <m.j.gregory(at)talk21.com> |
Subject: | Speed Vs. Air density. |
Paul,
If you are using a manifold absolute pressure (MAP) gauge and RPM to measure
power, and are keeping these constant while you measure speed at different
altitudes, you will actually be experiencing an increase in engine power
with altitude because the reduction in exhaust back pressure increases the
efficiency of the combustion cycle. This affects both normally-aspirated
and turbo-charged engines, but of course the turbo will increase the power
available because of the boost it can provide.
I am sure any thermodynamicist could quantify the effect, but I'm not
attempting this!
Mike
Europa Club Safety Officer
Hi all,
I was wondering if some that was a little more versed in aerodynamics could
quantify my observations. I am finding that with my 914 Turbo that for a
constant power setting I pick up some where between 1.5 ~ 2.0 knots per
1000'. Is this valid or just wishful thinking.
Paul
________________________________________________________________________________
From: | "Carl Pattinson" <carl(at)flyers.freeserve.co.uk> |
Subject: | Re: Anguish.......... |
Ethanol vaporises at much lower temperatures and pressures and consequently
more likely to vaporise in the fuel lines and cause airlocks..
In the UK, the CAA reccomends you do not use fuels containing ethanol above
6000 ft.
----- Original Message -----
From: "KARL HEINDL" <kheindl(at)msn.com>
Subject: Re: Europa-List: Anguish..........
>
>
> All,
>
> I don't really understand all the implications, and why ethanol is okay
> for
> car engines, most of which are also made of aluminum with metal fuel
> lines,
> and not for certain aircaft engines. I can only go by what the man from
> Rotax told me. I understand that other vehicles are also affected, maybe
> snowmobiles and similar. According to the maintenance manual, the Rotax
> has
> internal corrosion proofing, so what's the problem ?
> I don't expect a reply from the premier's office but we will have to keep
> an
> eye on what COPA/AOPA and EAA will be able to accomplish. The only hope is
> that the premium gasoline is exempted, as this is used by relatively few
> cars.
>
> Karl
>
>
>>From: "Alexander Kaarsberg" <kaarsber(at)terra.com.br>
>>Reply-To: europa-list(at)matronics.com
>>To: "europa-list"
>>Subject: Re: Europa-List: Anguish..........
>>Date: Mon, 14 Feb 2005 09:43:00 -0300
>>
>>
>>
>>All,
>>
>>Car gas/petrol all Brazil through contains between 20 and 25% alcohol, I
>>believe it is ethanol.
>>I have never gotten to speak directly to any Rotax owners about the issue,
>>but I have had second hand reports and there are a number of positions.
>>The official Rotax attitude here (and I presume it comes from Kodiak) is
>>that automotive fuel is not recommended due to the corrosive effects from
>>the high water content the alcohol CAN hold. A number of Rotax owners here
>>say it is not so bad in practice and that the consequenses of lead
>>build-up
>>is in many cases worse when using avgas- and the difference in cost
>>between
>>the two compensates for a lot anyway.
>>Detonation should not be an issue though, as far as I know alcohol has a
>>high resistance to knocking...cars that run on pure alcohol here has about
>>20% higher compression rate than gas driven ones.
>>
>>Some people talk of filling drums 3/4 with cargas, topping off with water,
>>mixing it all very well for the alcohol and the water to merge and then
>>drain the water out, leaving gasoline only.....
>>
>>Embraer have come up with a cropsprayer that flies on alcohol only with a
>>Lycontissaurus engine...
>>
>>Regards,
>>
>>Alex, kit 529
>>De:owner-europa-list-server(at)matronics.com
>>
>>Para:europa-list(at)matronics.com
>>
>>C=F3pia:
>>
>>
>>Assunto:Re: Europa-List: Anguish..........
>>
>>
>> >
>> > Karl,
>> > That's true regarding the Rotax NO-NO, and in our case, that may
>> > be our saving. If the intent was to concentrate E10 in the TO. area
>>(because
>> > of pollution from cars), then to maintain the 5% average, outlying
>> > areas
>>may
>> > not have any (farmer friendly). That would mean avoiding the cities in
>> > general. The stuff is bad news on aluminum alloy - and that's why Rotax
>> > rebels I think - alu parts.
>> > Please let me know what the [inevitable] response is. I suspect it will
>> > skirt the issue since politicians and their ilk aren't supposed to lie
>>any
>> > more.
>> > Ferg
>> > PS The argument is coming to many other lands too. Brazil uses up to
>> > 80%
>> > ethanol I was told. Their reply should be interesting.
>> >
>> >
>> > ----- Original Message -----
>> > From: "KARL HEINDL"
>> > To:
>> > Subject: RE: Europa-List: Anguish..........
>> >
>> >
>> > |
>> > |
>> > | Ferg,
>> > |
>> > | I am obviously concerned about the same issue. I contacted Rotax
>>direct
>> > some
>> > | time ago, and they say that an ethanol content above 5% is a NONO. It
>> > causes
>> > | detonation, internal corrosion and possible engine failure. Your
>>concern
>> > | about fuel lines in comparison is irrelevant.
>> > | As recommended by COPA, I have also written to the Ontario premier
>> > | explaining the situation, and also including a copy of an EAA article
>> > | outlining the same problem in Montana. We are all hoping that the
>>ruling
>> > is
>> > | modified whereby the premium 91 octane (North American) fuel is
>>supplied
>> > | without ethanol.
>> > | If you think this is to do with global warming, think again. It is
>> > all
>>to
>> > do
>> > | with supporting the poor impoverished farmers.
>> > | If anyone from Brazil is on this forum, can you enlighten us on what
>>you
>> > use
>> > | for Rotax fuel ?
>> > | I remember your cities having a strong smell of alcohol 20 years ago
>>from
>> > | car exhaust fumes.
>> > |
>> > | Karl
>> > |
>> > |
>> > | >From: "Fergus Kyle"
>> > | >Reply-To: europa-list(at)matronics.com
>> > | >To: "EUROPALIST"
>> > | >Subject: Europa-List: Anguish..........
>> > | >Date: Sun, 13 Feb 2005 15:28:10 -0500
>> > | >
>> > | >
>> > | >Cheers,
>> > | > I attended the EAA/RAA chapter locally last Friday to hear
>> > the
>> > | >pricipal speaker, a qualified fuel expert who acts as Quality
>> > Control
>>for
>> > a
>> > | >large petroleum firm in Canada. His topic was future fuels. Fuel and
>>its
>> > | >derivatives when operated in Canada is a provincial affair, since
>>trade
>> > and
>> > | >commerce come under provincial jurisdiction unless exported.
>> > | > Our speaker pointed out that theProvinciual Premier had
>> > called
>> > | >for and is acting on a proposal to increase the ethanol content of
>>motor
>> > | >car
>> > | >fuels to an average of 5% over the next few years to a present-day
>> > maximum
>> > | >of 10% anywhere. This is somewhat nebulous in intent, since the plan
>>is
>> > to
>> > | >reduce noxious exhausts, especially in the greater Toronto area
>>(GTA).
>> > The
>> > | >fuel has become known as E10. Whether it means 5% everywhere or that
>> > | >Toronto
>> > | >(being the greatest offender) will have 10 while outlying districts
>>will
>> > | >carry much less - is still up in the air. There is feeling that this
>> > trend
>> > | >will increase in popularity across the land.
>> > | > Naturally this is of interest to those such as myself who
>> > were
>> > | >planning on the use of MoGas as is advertised in Rotaz and Europa
>> > | >materials.
>> > | >Slightly less than half the attendees owned Rotax or similar, using
>> > MoGas.
>> > | > The bulk of his topic was the destructive qualities tested
>> > in
>> > | >labs to date. The conclusion is that E10 will wreak havoc on
>> > aluminum
>> > fuel
>> > | >lines and most rubber-type tubing, including many of the epoxy and
>>like
>> > | >materials. So there I am - fuel lines aluminum alloy where difficult
>>to
>> > get
>> > | >at (in order to avoid the difficulties of changing same at periodic
>> > times)
>> > | >-
>> > | >I had taken great care to avoid vibration threats - AND the Europa
>> > standard
>> > | >fuel tank of the 1997 vintage (already changed once after leaks
>>detected
>> > in
>> > | >original tank, and fuel filler tube also changed).
>> > | > In view of the popularity of the Premier's edict (TO. is
>> > | >swiftly
>> > | >becoming a choking zone at rush hour) without incurring the rural
>>wrath,
>> > | >there seems no point in objecting. This of course accounts for the
>> > Subject
>> > | >title and my preliminary dread. At the moment it looks like I have
>>built
>> > an
>> > | >aircraft with a sword over its head (to say nothing of dwindling
>> > | >resources).
>> > | > So my purpose in writing is to clang the bell on coming
>> > trends
>> > | >for those as yet unaware, and to beg some good news that E10 will
>> > not
>>eat
>> > | >through my embedded fuel cell. I find the idea of changing fuel
>> > lines
>>(we
>> > | >were told that stainless is not free of threat) abhorrent enough
>>without
>> > | >worse news.
>> > | > Tell me it ain't so!
>> > | >Ferg Monowheel Classic 914 - sanding sanding sanding
>> > | >
>> > | >
>> > |
>> > |
>> > |
>> > |
>> > |
>> > |
>> > |
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> > Esta mensagem foi verificada pelo E-mail Protegido Terra.
>> > Scan engine: McAfee VirusScan / Atualizado em 09/02/2005 / Vers=E3o:
>>4.4.00 - Dat 4427
>> > Proteja o seu e-mail Terra: http://www.emailprotegido.terra.com.br/
>> >
>>
>>
>
>
>
________________________________________________________________________________
From: | Paddy Clarke <paddyclarke(at)lineone.net> |
Subject: | DOTH Tue 15th Shobden |
Hi All,
My plane has just emerged from its mid-winter service and is looking
for a trip somewhere. How about a DOTH to Shobden tomorrow (Tue 15th)?
Voucher in Flyer.
Cheers,
Paddy Clarke
Europa XS - 404 G-KIMM
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Anguish.......... |
Alcohol will improve resistance to detonation, not the other way around as
"Rotax" have suggested, and 16:1+ compression ratios are possible on pure
alcohol. Can also be quite difficult keeping an alcohol-fuelled engine hot
enough!
Duncan McF.
>
>
> |
> |
> | Ferg,
> |
> | I am obviously concerned about the same issue. I contacted Rotax direct
> some
> | time ago, and they say that an ethanol content above 5% is a NONO. It
> causes
> | detonation, internal corrosion and possible engine failure. Your concern
> | about fuel lines in comparison is irrelevant.
> | As recommended by COPA, I have also written to the Ontario premier
> | explaining the situation, and also including a copy of an EAA article
> | outlining the same problem in Montana. We are all hoping that the ruling
> is
> | modified whereby the premium 91 octane (North American) fuel is supplied
> | without ethanol.
> | If you think this is to do with global warming, think again. It is all
to
> do
> | with supporting the poor impoverished farmers.
> | If anyone from Brazil is on this forum, can you enlighten us on what you
> use
> | for Rotax fuel ?
> | I remember your cities having a strong smell of alcohol 20 years ago
from
> | car exhaust fumes.
> |
> | Karl
> |
> |
> | >From: "Fergus Kyle" <VE3LVO(at)rac.ca>
> | >Reply-To: europa-list(at)matronics.com
> | >To: "EUROPALIST"
> | >Subject: Europa-List: Anguish..........
> | >Date: Sun, 13 Feb 2005 15:28:10 -0500
> | >
> | >
> | >Cheers,
> | > I attended the EAA/RAA chapter locally last Friday to hear
> the
> | >pricipal speaker, a qualified fuel expert who acts as Quality Control
for
> a
> | >large petroleum firm in Canada. His topic was future fuels. Fuel and
its
> | >derivatives when operated in Canada is a provincial affair, since trade
> and
> | >commerce come under provincial jurisdiction unless exported.
> | > Our speaker pointed out that theProvinciual Premier had
> called
> | >for and is acting on a proposal to increase the ethanol content of
motor
> | >car
> | >fuels to an average of 5% over the next few years to a present-day
> maximum
> | >of 10% anywhere. This is somewhat nebulous in intent, since the plan is
> to
> | >reduce noxious exhausts, especially in the greater Toronto area (GTA).
> The
> | >fuel has become known as E10. Whether it means 5% everywhere or that
> | >Toronto
> | >(being the greatest offender) will have 10 while outlying districts
will
> | >carry much less - is still up in the air. There is feeling that this
> trend
> | >will increase in popularity across the land.
> | > Naturally this is of interest to those such as myself who
> were
> | >planning on the use of MoGas as is advertised in Rotaz and Europa
> | >materials.
> | >Slightly less than half the attendees owned Rotax or similar, using
> MoGas.
> | > The bulk of his topic was the destructive qualities tested
> in
> | >labs to date. The conclusion is that E10 will wreak havoc on aluminum
> fuel
> | >lines and most rubber-type tubing, including many of the epoxy and like
> | >materials. So there I am - fuel lines aluminum alloy where difficult to
> get
> | >at (in order to avoid the difficulties of changing same at periodic
> times)
> | >-
> | >I had taken great care to avoid vibration threats - AND the Europa
> standard
> | >fuel tank of the 1997 vintage (already changed once after leaks
detected
> in
> | >original tank, and fuel filler tube also changed).
> | > In view of the popularity of the Premier's edict (TO. is
> | >swiftly
> | >becoming a choking zone at rush hour) without incurring the rural
wrath,
> | >there seems no point in objecting. This of course accounts for the
> Subject
> | >title and my preliminary dread. At the moment it looks like I have
built
> an
> | >aircraft with a sword over its head (to say nothing of dwindling
> | >resources).
> | > So my purpose in writing is to clang the bell on coming
> trends
> | >for those as yet unaware, and to beg some good news that E10 will not
eat
> | >through my embedded fuel cell. I find the idea of changing fuel lines
(we
> | >were told that stainless is not free of threat) abhorrent enough
without
> | >worse news.
> | > Tell me it ain't so!
> | >Ferg Monowheel Classic 914 - sanding sanding sanding
> | >
> | >
> |
> |
> |
> |
> |
> |
> |
>
>
________________________________________________________________________________
From: | "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no> |
"Years ago" I had my panel fitted out and wired at a U.S. avionics shop.
Unfortunately, they never provided a completed wiring diagram, and some of
the wires are open ended. I seem to be able to figure out most of the loose
ends, but here is one question:
There are three warning lamps at the center top of the panel: Red, Blue and
Green. I assume there is some standard applied to these colours/colors -
any suggestion as to what they are supposed to indicate?
Regards,
Svein
A225 - XS Trigear - now in Norway
________________________________________________________________________________
From: | "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us> |
Hello Ira
How is your plane working and flying? You have second alternator
functional?
Are you using supplied motor mounts with the supplied inserts or have you
either changed the insert length, or the rubber mounts to O-200 or both?
Thx.
Ron Parigoris
________________________________________________________________________________
From: | N55XS <topglock(at)cox.net> |
Subject: | Re: Icom A-200 Comm |
MJKTuck(at)cs.com wrote:
>
>Hi Folks,
>
>Anyone else wired up an Icom A-200? The instructions ask for two pairs of 18
>swg for power and ground. By that I assume they mean one pair of 18 swg wires
>for power and one pair of 18 swg wires for ground.
>
>Power goes to two pins (14 & R) and ground to four pins (6,15,F & S). Do all
>these pins have to carry two 18 swg wires? I think I might have trouble
>getting two wires into the Molex pin and fit in the plastic Molex connector.
>
>Any advice would be appreciated.
>
>Regards,
>Martin Tuck
>N152MT
>
>
>
>
Martin,
I wired my A200 exactly as per instructions, through an ACS 400
intercom. Works like a charm... :)
--
Jeff - A055
Ready for FWF
Builders Log: http://www.N55XS.com
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
Subject: | Anguish over Ethanol |
From: | irampil(at)notes.cc.sunysb.edu |
02/15/2005 12:00:20 PM,
Serialize complete at 02/15/2005 12:00:20 PM
(Repost)From the Chief Technical Officer at Kodiak at Oshkosk2004:
There is not part of a rotax 900 series engine harmed by gasohol.
Gasohol is to be avoided in lycs and contis because they still use cork
gaskets which will dissolve. Aluminum is not effected by alcohol.
Water in alcohol may freeze at altitude.
Fuel hoses and o-rings in the Europa FirewallForward kit should
be checked separately for alcohol effect and replaced if needed with
airworthy replacements.
Ira N224XS nearly 100hrs
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
Subject: | Re: Anguish over Ethanol |
Ira!
Thank you for that. It puts me more at ease. The lecturer
claimed E10 to be destructive of aluminum alloy, unless treated specially
(which he says the car-makers have done for years, as some companies have
been sneaking ethanol in in small amounts for that time). Am not sure
whether the alu lines from Aircraft Spruce are such.......... The idea of
changing is an ordeal I don't relish. Any more heartenng info gleefully
welcomed.
Ferg
PS Cool engines, increased aeration with height, detonation resistance and
icing qualities were mentioned.
----- Original Message -----
From: <irampil(at)notes.cc.sunysb.edu>
Subject: Europa-List: Anguish over Ethanol
|
| (Repost)From the Chief Technical Officer at Kodiak at Oshkosk2004:
| There is not part of a rotax 900 series engine harmed by gasohol.
| Gasohol is to be avoided in lycs and contis because they still use cork
| gaskets which will dissolve. Aluminum is not effected by alcohol.
| Water in alcohol may freeze at altitude.
| Fuel hoses and o-rings in the Europa FirewallForward kit should
| be checked separately for alcohol effect and replaced if needed with
| airworthy replacements.
|
|
| Ira N224XS nearly 100hrs
|
|
|
|
|
|
________________________________________________________________________________
From: | Paul Stewart <europa(at)pstewart.f2s.com> |
Subject: | Re: Gascolator access hatch |
Brian
I have missed all the discussion about this. There are some picks at:
http://www.europaowners.org/modules.php?set_albumName=album58&op=modload&name=gallery&file=index&include=view_album.php
of my fuel installation which includes a hatch under the gascolator in
the rear baggage bay. It is secured by the same quick release catch as
the oil dipstick hatch. It is PFA approved. Not that far away near
Derby if you ever want to have a look.
Regards
Paul
________________________________________________________________________________
From: | Tony Renshaw <tonyrenshaw(at)optusnet.com.au> |
Subject: | Mass Balance Arm Cable Attach |
Gidday,
I am studying my tailplane setup and wondering if it is normal to have the
cables that stabilise the mass balance arm wrapped around the white plastic
tubes in such a fashion that the looping creates an overlap on the back
edge of the plastic sleeve, held in position under tension only by the
small protrudence of the pin base? Now I am unsure which way the pins
should be, but I have decided that I want the heads of my pins forwards, as
I have little holes adjacent in the rear tail bulkhead that will be
accessible from another hole in the sternpost, so that I can use a long rod
to tap them out again in the future, plus also drive them home from within
the tail. This is probably the normal way anyway, to have the heads facing
forwards, but I haven't reviewed the manual on this as I have my own
intentions anyway. So, I do however have the problem that if the cable was
to flex on one side, it could enable the slack side to slip inboard over
the tail of the pin. Whether this would ever happen is probably the
question to ask, as it would mean that the other cable under tension would
have to stretch to allow the other to go slack. I suppose this then begs
another question which is how tight to make these cables. I have
turnbuckles, so I can tweak them until they are tight as I like. Is there
any advice as to how tight is enough an not too much. I suppose the tighter
the less likelihood of further stretching which is what I am trying to
negate with a lateral load, which is of itself a questionable load anyway.
How am I going to fly my plane in such a fashion that I get a lateral load
of sufficient strength that it allows one cable to stretch and the other to
go slack and slip over the tail of the pin. My aircraft probably would
break elsewhere. I am simply seeing the length of my pins as being
apparently inadaquate to also act as a containment
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | Mass Balance Arm Cable Attach |
Hi! Tony.
If you coil the cables correctly they shouldn't overlap and they should
stay outboard of the pins especially so long as they are crimped tight
on the nylon bush. Lots of chaps have used a pair of adjustment bottle
screws to ultimately tighten the slack and to be able to adjust the
lateral arc of the balance weight arm. Yes the heads of the pins need to
be facing forward.
Hope you are shortening the inboard ends of the nylon bushes for
eventual use of the drive clamps without the need to dismantle it all
again!
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Tony
Renshaw
Subject: Europa-List: Mass Balance Arm Cable Attach
Gidday,
I am studying my tailplane setup and wondering if it is normal to have
the
cables that stabilise the mass balance arm wrapped around the white
plastic
tubes in such a fashion that the looping creates an overlap on the back
edge of the plastic sleeve, held in position under tension only by the
small protrudence of the pin base? Now I am unsure which way the pins
should be, but I have decided that I want the heads of my pins forwards,
as
I have little holes adjacent in the rear tail bulkhead that will be
accessible from another hole in the sternpost, so that I can use a long
rod
to tap them out again in the future, plus also drive them home from
within
the tail. This is probably the normal way anyway, to have the heads
facing
forwards, but I haven't reviewed the manual on this as I have my own
intentions anyway. So, I do however have the problem that if the cable
was
to flex on one side, it could enable the slack side to slip inboard over
the tail of the pin. Whether this would ever happen is probably the
question to ask, as it would mean that the other cable under tension
would
have to stretch to allow the other to go slack. I suppose this then begs
another question which is how tight to make these cables. I have
turnbuckles, so I can tweak them until they are tight as I like. Is
there
any advice as to how tight is enough an not too much. I suppose the
tighter
the less likelihood of further stretching which is what I am trying to
negate with a lateral load, which is of itself a questionable load
anyway.
How am I going to fly my plane in such a fashion that I get a lateral
load
of sufficient strength that it allows one cable to stretch and the other
to
go slack and slip over the tail of the pin. My aircraft probably would
break elsewhere. I am simply seeing the length of my pins as being
apparently inadaquate to also act as a containment
________________________________________________________________________________
From: | "Tim Weert" <tim.weert(at)hccnet.nl> |
Subject: | Re: Mass Balance Arm Cable Attach |
Hi Tony,
I spoke Andy from Europa 2004. He told me that a (mandatory) modification on
the mass balance arm will be available soon. Europa is testing a few
prototypes (6) at this moment. After approval of the PFA, the mod will
become available for all Europa's. In a few weeks we will all know more
about the approved modificated mass balance arm. There is a good change that
a prototype without cables will be the final solution.
If you wait a few weeks, it may safe you a lot time right now.
Regards, Tim.
Heerhugowaard,
PH-JAI
460 XS TG 914UL Airmaster
----- Original Message -----
From: "Tony Renshaw" <tonyrenshaw(at)optusnet.com.au>
Subject: Europa-List: Mass Balance Arm Cable Attach
>
>
> Gidday,
> I am studying my tailplane setup and wondering if it is normal to have the
> cables that stabilise the mass balance arm wrapped around the white
> plastic
> tubes in such a fashion that the looping creates an overlap on the back
> edge of the plastic sleeve, held in position under tension only by the
> small protrudence of the pin base? Now I am unsure which way the pins
> should be, but I have decided that I want the heads of my pins forwards,
> as
> I have little holes adjacent in the rear tail bulkhead that will be
> accessible from another hole in the sternpost, so that I can use a long
> rod
> to tap them out again in the future, plus also drive them home from within
> the tail. This is probably the normal way anyway, to have the heads facing
> forwards, but I haven't reviewed the manual on this as I have my own
> intentions anyway. So, I do however have the problem that if the cable was
> to flex on one side, it could enable the slack side to slip inboard over
> the tail of the pin. Whether this would ever happen is probably the
> question to ask, as it would mean that the other cable under tension would
> have to stretch to allow the other to go slack. I suppose this then begs
> another question which is how tight to make these cables. I have
> turnbuckles, so I can tweak them until they are tight as I like. Is there
> any advice as to how tight is enough an not too much. I suppose the
> tighter
> the less likelihood of further stretching which is what I am trying to
> negate with a lateral load, which is of itself a questionable load anyway.
> How am I going to fly my plane in such a fashion that I get a lateral load
> of sufficient strength that it allows one cable to stretch and the other
> to
> go slack and slip over the tail of the pin. My aircraft probably would
> break elsewhere. I am simply seeing the length of my pins as being
> apparently inadaquate to also act as a containment
>
>
>
________________________________________________________________________________
From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
Subject: | Anguish over Ethanol |
From: irampil(at)notes.cc.sunysb.edu
02/15/2005 12:00:20 PM,
Serialize complete at 02/15/2005 12:00:20 PM
(Repost)From the Chief Technical Officer at Kodiak at Oshkosh2004:
There is not part of a rotax 900 series engine harmed by gasohol.
Gasohol is to be avoided in lycs and contis because they still use cork
gaskets which will dissolve. Aluminum is not effected by alcohol.
Water in alcohol may freeze at altitude.
Fuel hoses and o-rings in the Europa FirewallForward kit should
be checked separately for alcohol effect and replaced if needed with
airworthy replacements.
Ira N224XS nearly 100hrs
There used to be an additive in gas to prevent water coming out of solution, probably
benzene. No doubt some thing else now.
Graham
________________________________________________________________________________
From: | Graham Singleton <graham(at)gflight.f9.co.uk> |
Gidday,
I am studying my tailplane setup and wondering if it is normal to have the
cables that stabilise the mass balance arm wrapped around the white plastic
tubes in such a fashion that the looping creates an overlap on the back
edge of the plastic sleeve, held in position under tension only by the
small protrudence of the pin base?
Tony
there is a mandatory mod coming any minute (month!?!) now regarding the tail mass
balance which will hopefully remove the cables.
Andy or Nev?
Graham
________________________________________________________________________________
Subject: | Re: Mass Balance Arm Cable Attach |
From: | "Moore, Dave" <Dave.Moore(at)lr.org> |
Tony,
I don't know the answer to the question you raised, but it has prompted
me to relay to the Forum that I was speaking to Andy Draper last week on
tail plane-torque-tube-related matters.
Andy suggested holding off installing the tail plane mass balance arm
until the factory has finalised testing the Mod being designed to
mitigate against the recent problem.
He indicated that it would not be long before the Mod is issued.
Regards,
Dave Moore
Monowheel 550
Aberdeen, UK
________________________________________________________________________________
From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
All
Does any one know who made the canvas cover for the Europa that John Hurst
was showing to us a couple years ago? I would like to have one and will
order direct if I can find the maker. It was some one in Florida, if I
remember correctly.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
PS: I lost track of John and his phone number. Is he still interested in
Europa?
________________________________________________________________________________
From: | "Pete Lawless" <pete(at)lawless.info> |
Subject: | Loan of Classic mono trailer Bath/Gloucester area?? The |
UK ones!
0.51 PLING_QUERY Subject has exclamation mark and question mark
Evening All
Has any one got a mono trailer I could borrow for a half day. I need to
move my aeroplane from Wing Farm, Warminster back to Kemble. My own
trailer is on loan and not available for a couple of weeks.
Regards
Pete
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: Europa cover? |
Hi all,
I have noticed a couple of times folks looking to John's contact details.
He has had to endure quite a bit of hardship with the demise of the Europa
company. Several suppliers and customers have taken law suits against him
personally, trying to recover costs and he is now facing large personal
legal bills. Coupled with this John lost a large personal sum of money in
the company.
I have stayed in contact with John and I think he has pretty well moved on
as far as Europa is concerned, if anyone has a particular need to contact
him I would be more than happy to pass a message on.
Paul
>
> Cliff Shaw
>
> PS: I lost track of John and his phone number. Is he still interested in
> Europa?
>
________________________________________________________________________________
Subject: | Re: Europa cover? |
From: | "Fred R. Klein" <fklein(at)orcasonline.com> |
Cliff,
With regard to "canvas", I'd recommend instead the special
waterproof-but-breathable, UV resistant fabrics used in automobile covers.
With regard to the cutting and fitting, my hunch is that a Europa cover
would not be a challenge for a fabric shop set up to fabricate such items;
surely there are many folks doing boat and auto covers. Additionally, rather
than buy something sight unseen, you'd end up more satisfied if you had a
hand in determining the nature and location of the straps or velcro or
whatever to hold it all together.
Good luck and let me know how it works out,
Fred
A194
on 2/16/05 9:59 AM, Cliff Shaw at flyinggpa(at)comcast.net wrote:
>
> All
>
> Does any one know who made the canvas cover for the Europa that John Hurst
> was showing to us a couple years ago? I would like to have one and will
> order direct if I can find the maker. It was some one in Florida, if I
> remember correctly.
>
> Cliff Shaw
________________________________________________________________________________
From: | EuropaXSA276(at)aol.com |
Subject: | Re: Europa cover? |
For what it is worth... I had a conversation with John about the cover last
year when I was picking up my kit.
It was made from a high quality insulated fabric that did not allow the heat
to penetrate to the skin of the aircraft. He said that some early covers were
causing a warping of the skin due to heat.
Have no idea where it came from!
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
From: | "Sven den Boer" <svendenboer(at)quicknet.nl> |
Subject: | Re: Europa cover? |
For Europe I can help some people obtaining a hood of very good quality,
contact me off-line for details.
Cheers
Sven den Boer
A168
PH-SBR
----- Original Message -----
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Europa-List: Europa cover?
>
> All
>
> Does any one know who made the canvas cover for the Europa that John Hurst
> was showing to us a couple years ago? I would like to have one and will
> order direct if I can find the maker. It was some one in Florida, if I
> remember correctly.
>
> Cliff Shaw
> 1041 Euclid ave.
> Edmonds, WA 98020
> 425 776 5555
> http://www.europaowners.org/WileE
>
> PS: I lost track of John and his phone number. Is he still interested in
> Europa?
>
>
________________________________________________________________________________
From: | "Robert Berube" <bberube(at)tampabay.rr.com> |
The source that made the covers for Europa is not longer making them. He
has retired and assisting his daughter in a business venture. He is no
longer in Lakeland.
Bob Berube
Flight Crafters
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fred R. Klein
Subject: Re: Europa-List: Europa cover?
Cliff,
With regard to "canvas", I'd recommend instead the special
waterproof-but-breathable, UV resistant fabrics used in automobile covers.
With regard to the cutting and fitting, my hunch is that a Europa cover
would not be a challenge for a fabric shop set up to fabricate such items;
surely there are many folks doing boat and auto covers. Additionally, rather
than buy something sight unseen, you'd end up more satisfied if you had a
hand in determining the nature and location of the straps or velcro or
whatever to hold it all together.
Good luck and let me know how it works out,
Fred
A194
on 2/16/05 9:59 AM, Cliff Shaw at flyinggpa(at)comcast.net wrote:
>
> All
>
> Does any one know who made the canvas cover for the Europa that John Hurst
> was showing to us a couple years ago? I would like to have one and will
> order direct if I can find the maker. It was some one in Florida, if I
> remember correctly.
>
> Cliff Shaw
________________________________________________________________________________
From: | "Fred Fillinger" <n3eu(at)comcast.net> |
Subject: | Re: Europa cover? |
> For what it is worth... I had a conversation with John about
> the cover last year when I was picking up my kit.
> It was made from a high quality insulated fabric that did not
> allow the heat to penetrate to the skin of the aircraft. He said
> that some early covers were causing a warping of the skin
> due to heat.
> ...
> Brian Skelly
Have 28 years now learning about canopy covers, on a plane residing
downwind of an [acidic] coal-fired power plant. My last two covers
(the 1st one lasted 10 years) were from planecover.com, but sorry no
homebuilts. I'd also think that temperature is primarily a function
of color. Anyway, were you to call Jim Cancil at planecover.com,
here's the short course he just loves to give you, and IMO he's right.
A bit off-color means eventual dirt matters less aesthetically. Then
there's the issue of the softness of the underside so as not to
scratch plexiglass windows. And you want it to breathe, so it doesn't
trap moisture. Therein can lie chemicals which attacks paint, though
much less so only with polyurethane, as I sadly learned on a
competitor's cover. And then you want a balance of
thickness/flexibility to dry out quicker, but not so thin you can't
affix the cover without help in other than light winds. You also want
quick-release fasteners on the straps, but also some stretch in the
straps. Jim uses auto seat-belt strap, but underneath the A/C is a
clever loop of bungee joining the lengths, so you have just the right
tension to secure the fasteners w/o excess pulling which can
eventually fail the sewn threads. You also want as best fit as
possible, as that prevents excess flapping in strong winds which
abrades paint.
Reg,
Fred F.
________________________________________________________________________________
From: | "mau11" <mau11(at)free.fr> |
Hello Sven,
Do you have good adress for Europa cover?
Thanks
--|--
--------(*)--------
Michel AUVRAY
-----Message d'origine-----
De : owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] De la part de Sven den
Boer
Envoy : mercredi 16 fvrier 2005 22:31
: europa-list(at)matronics.com
Objet : Re: Europa-List: Europa cover?
-->
For Europe I can help some people obtaining a hood of very good quality,
contact me off-line for details.
Cheers
Sven den Boer
A168
PH-SBR
----- Original Message -----
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Europa-List: Europa cover?
> -->
>
> All
>
> Does any one know who made the canvas cover for the Europa that John
> Hurst was showing to us a couple years ago? I would like to have one
> and will order direct if I can find the maker. It was some one in
> Florida, if I remember correctly.
>
> Cliff Shaw
> 1041 Euclid ave.
> Edmonds, WA 98020
> 425 776 5555
> http://www.europaowners.org/WileE
>
> PS: I lost track of John and his phone number. Is he still interested
> in Europa?
>
>
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
I propose to run a trip round France again this year lasting a week or so in
June and comparable to last year's Tour de France'. It is designed to appeal
to wives and also to those who haven't previously ventured across the
channel - that's to say in general stage lengths will not exceed 2 or 3
hours in order to give ample time for folk to do their own thing for a
reasonable part of the day. There will also be as much (or as little)
support as anyone might like in getting up to speed with flight plans,
customs, foreign airspace, etc. Last year's trip include on channel virgin
and one 'near virgin', both of whom turned into seasoned campaigners on the
trip.The stop overs will be chosen to offer the prospect of good food and
wine and local touristic interest. Last year we stayed at Reims, Chalon,
Grenoble, (Carcassonne - planned but missed out because of weather),
Chauvigny and Belle Isle, as well as visiting a few other places as lunch
stops. The itinerary will be mostly new this year. I managed to book
accommodation as we went along last year, and also offered the option of
camping, altho no one took it up.
I have not yet set a date but suspect it will need to be 4-12 June
to avoid the Colditz trip.I am pretty flexible about it and would welcome
suggestions from any potential participants, possibly bringing it forward a
week As last year there may be scope for solo pilots to offer their spare
seat to a paying copilot
Regards, David Joyce, G-XSDJ
________________________________________________________________________________
From: | "Sven den Boer" <svendenboer(at)quicknet.nl> |
Subject: | Re: Europa cover? |
Michel,
I do.
I have a guy who makes sprayhoods for seagoing sailships.
The material he uses is white, strong, water and wind tight and very
resistant to sunlight.
He made a protype for my aircraft, I will make some pictures saturday and
send them to you.
Price is 550,- euro's excluding shipping.
Sven
----- Original Message -----
From: "mau11" <mau11(at)free.fr>
Subject: RE : Europa-List: Europa cover?
>
> Hello Sven,
> Do you have good adress for Europa cover?
> Thanks
>
> --|--
> --------(*)--------
>
> Michel AUVRAY
>
>
> -----Message d'origine-----
> De : owner-europa-list-server(at)matronics.com
> [mailto:owner-europa-list-server(at)matronics.com] De la part de Sven den
> Boer
> Envoy : mercredi 16 fvrier 2005 22:31
> : europa-list(at)matronics.com
> Objet : Re: Europa-List: Europa cover?
>
>
> -->
>
> For Europe I can help some people obtaining a hood of very good quality,
> contact me off-line for details.
>
> Cheers
>
> Sven den Boer
>
> A168
> PH-SBR
> ----- Original Message -----
> From: "Cliff Shaw" <flyinggpa(at)comcast.net>
> To:
> Subject: Europa-List: Europa cover?
>
>
> > -->
> >
> > All
> >
> > Does any one know who made the canvas cover for the Europa that John
> > Hurst was showing to us a couple years ago? I would like to have one
> > and will order direct if I can find the maker. It was some one in
> > Florida, if I remember correctly.
> >
> > Cliff Shaw
> > 1041 Euclid ave.
> > Edmonds, WA 98020
> > 425 776 5555
> > http://www.europaowners.org/WileE
> >
> > PS: I lost track of John and his phone number. Is he still interested
> > in Europa?
> >
> >
>
>
________________________________________________________________________________
From: | Davidghillam(at)aol.com |
Subject: | Re: Loan of Classic mono trailer Bath/Gloucester area?? |
The UK ...
Hi Pete,
You can borrow mine if you wish. I'm only 5 miles SW of Tetbury and 12 from
Kemble.
The only provisos are that it is at present stored at the back of my garage
(unused for 2 years) but it shouldn't be too much trouble to get it out.
Also, I hope to sell it with the plane in the next week or two. The advert
should appear in the next issue of Popular Flying, due out any day now. I will
be expecting potential purchasers to be forming an orderly queue
to view both plane and trailer very soon!
Feel free to e-mail or telephone, if you are still looking.
David
G-SHSH
Tel: 01666 890 390
--> Europa-List message posted by: "Pete Lawless"
Evening All
Has any one got a mono trailer I could borrow for a half day. I need to
move my aeroplane from Wing Farm, Warminster back to Kemble. My own
trailer is on loan and not available for a couple of weeks.
Regards
Pete
________________________________________________________________________________
From: | "Vaughn Teegarden" <N914VA(at)starband.net> |
clamav-milter version 0.80j
on heru-ur
I was pleasantly surprised tonight when I clicked on the Europa web site and found
it to be 95% up and running. Their URL is
http://www.europa-aircraft.co.uk/ . It's nice to have them back!
Vaughn
Working at it
________________________________________________________________________________
From: | "Steve Hagar" <hagargs(at)earthlink.net> |
Subject: | Oil in the intake |
2.00 DATE_IN_FUTURE_24_48 Date: is 24 to 48 hours after Received: date
My 914 has been installed for some time now (over a year) on the aircraft in the
garage. It has not been started yet however. Last weekend I removed the
sparkplugs and rotated the prop through to bring up the oil pressure and get
oil pumping through the engine. Received good pressure and continued for about
2 minutes by hand.
Went out to the garage today and found a puddle of oil under the aircraft. Removed
the lower cowl and found the air filter saturated and dripping with oil.
Removed filter and observed turbo intake impeller area with mucho oil. My
initial assumption on this is that by turning the engine by hand I am pressurizing
the turbo sump. But since there are no exhaust gasses driving the
wheel there is no scavenging occurring and the oil is just filling up the
turbo housing. I am assuming that at the temperature the turbo runs at is that
it does not have conventional oil seals that could have been damaged. Do
I need to investigate the matter further or are my assumptions correct? Input
from the turboheads much appreciated. Thanks
Steve Hagar
A143 N40SH
Mesa, AZ
Steve Hagar
hagargs(at)earthlink.net
________________________________________________________________________________
From: | JEFF ROBERTS <jeff(at)rmmm.net> |
Subject: | Re: Europa web site |
Very Very good news indeed! Congratulations Europa!
Jeff
A258
Do no archive
On Feb 17, 2005, at 6:53 PM, Vaughn Teegarden wrote:
>
>
> I was pleasantly surprised tonight when I clicked on the Europa web
> site and found it to be 95% up and running. Their URL is
> http://www.europa-aircraft.co.uk/ . It's nice to have them back!
>
> Vaughn
> Working at it
>
>
________________________________________________________________________________
From: | "Jim Thursby" <jthursby(at)tampabay.rr.com> |
Subject: | Oil in the intake |
Hi Steve, A new demonstrator did this before. It used to be a common
problem on first starts on a 914. Ther is a small check valve in the oil
feed line to the turbo. There is a small steel ball and spring in it. The
ball sticks sometimes whene they are new. Take it apart making sure there
isn't any debris in the valve and cycle it thru a few times by hand. What I
mean is push the ball down and let the spring return it a few times. Very
small parts so be careful. Whene you first run the plane make sure you
start it a few times the first day, that cycles the valve a few more times.
Jim Thursby
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com]On Behalf Of Steve Hagar
Subject: Europa-List: Oil in the intake
My 914 has been installed for some time now (over a year) on the aircraft in
the garage. It has not been started yet however. Last weekend I removed
the sparkplugs and rotated the prop through to bring up the oil pressure
and get oil pumping through the engine. Received good pressure and
continued for about 2 minutes by hand.
Went out to the garage today and found a puddle of oil under the aircraft.
Removed the lower cowl and found the air filter saturated and dripping with
oil. Removed filter and observed turbo intake impeller area with mucho oil.
My initial assumption on this is that by turning the engine by hand I am
pressurizing the turbo sump. But since there are no exhaust gasses driving
the wheel there is no scavenging occurring and the oil is just filling
up the turbo housing. I am assuming that at the temperature the turbo runs
at is that it does not have conventional oil seals that could have been
damaged. Do I need to investigate the matter further or are my
assumptions correct? Input from the turboheads much appreciated. Thanks
Steve Hagar
A143 N40SH
Mesa, AZ
Steve Hagar
hagargs(at)earthlink.net
________________________________________________________________________________
From: | "Cliff Shaw" <flyinggpa(at)comcast.net> |
Subject: | Re: Europa web site |
All
I looked at he link and found an all-new web page. Under NEWS I found this
entry:
January 2005
The first major parts shipment from the new company, a 40ft shipping
container, left the factory just before Christmas 2004 slightly later than
we had originally planned but arrived safely at a distribution centre in the
United States in mid January 2005.
The demand for components from the States has been very strong and in
order to meet builder's needs, we are planning to send a further container
load of parts to the US in mid March 2005.
It would be appreciated if orders for delivery in the USA are received
in good time to help us ensure that they are included in the forthcoming
shipment
(Just passing this little bit of information along. Some people may not
look into the web page that far. )
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: "Vaughn Teegarden" <N914VA(at)starband.net>
Subject: Europa-List: Europa web site
>
>
> I was pleasantly surprised tonight when I clicked on the Europa web site
> and found it to be 95% up and running. Their URL is
> http://www.europa-aircraft.co.uk/ . It's nice to have them back!
>
> Vaughn
> Working at it
>
>
>
________________________________________________________________________________
From: | EuropaXSA276(at)aol.com |
Subject: | Ideas for a Powder Coating Oven |
Gents.
I recently purchased a powder coating gun and have been experimenting with
good results. In addition I have an old used electrical kitchen oven with 4
burner top that I have been using for the cure process.
Unfortunately many of the items I would like to coat will not fit into the
standard size oven.
I seek ideas to make a lager oven. Perhaps using the stove top heating
elements?
Your ideas, experiences, and photos would be greatly appreciated!
Tailwinds
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | Ideas for a Powder Coating Oven |
Hi! To cure the whole aircraft to make it for a special one off job
would be expensive BUT I used my closed trailer which is lined with
spray on Agricultural Store Building Foam Insulator. However you need
to be very careful of temperature control, rate of heat sink and rate of
cooling since differential speedy cooling could wreck your dream!
Regards
Bob Harrison G-PTAG Europa Kit 337MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
EuropaXSA276(at)aol.com
Subject: Europa-List: Ideas for a Powder Coating Oven
Gents.
I recently purchased a powder coating gun and have been experimenting
with
good results. In addition I have an old used electrical kitchen oven
with 4
burner top that I have been using for the cure process.
Unfortunately many of the items I would like to coat will not fit into
the
standard size oven.
I seek ideas to make a lager oven. Perhaps using the stove top heating
elements?
Your ideas, experiences, and photos would be greatly appreciated!
Tailwinds
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
Subject: | RE: Ideas for a Powder Coating Oven |
From: | "SteveD" <Post2Forum(at)comcast.net> |
Hi Brian,
I've done some powder coating,
http://www.europaowners.org/PowderCoat
And I did make a stove top unit. As you can see in the pictures. The pipe had internal
baffles to prevent hot spots. I also had three oven probes in the top
to insure even heating. After I was all done someone emailed me about changing
the metal structure, and suggested it now had the characteristics of a licorice
twizzler. The Temp I used was 350F for 17 minutes. Worried, I went over to
the engineering dept. at work and asked the metallurgist to run the numbers for
me during his lunch. The bad news was that 350 was the magic number to change
the internal structure, the good news was the 17 minutes was no where near the
required soak time. Steal parts I'd say go for it, large aluminum tubes, why
risk it, where your temp control is not precise. Small aluminum parts, short
cure times at low in the band temp. They should be fine. With proper prep the
coatings you will be putting on are a hundred times better then the powder coating
in the kit. Where as I can remove the powder co
at from my engine mount with the slightest tap. The coating I put on the tail
spring fell from and overhead shelf onto a concrete floor and doesn't have a mark
on it's two tone Sky blue to white fade.
Some tips:
Clean the part to white metal finish. I've sanded and fine sand blasted parts.
Wipe the parts with acetone then don't touch them with bare hands.
Preheat the parts in the oven then coat them hot and return to the oven.
I do love the way the parts look when completed.
Your best powders and coatings are available here:
http://www.eastwoodco.com/jump.jsp?itemID=92&itemType=CONTENT
Chat later,
Steved
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | Rowland Carson <rowil(at)clara.net> |
Subject: | Europa Club newsletter distribution |
As announced some time ago on this list, the Europa Club newsletter
for December 2004 with the Factory News insert, was sent to all the
Europa builders and owners for whom addresses were held. Alas, it
appears that despite the best joint efforts of the Club and Europa
2004 some addresses are out of date. I have had newsletters that were
addressed to the following people returned to me as undeliverable:
Jens Aabo, Denmark, 158, OY-EUR
Uwe Albertin, Texas, USA, A050
Edwin Allseitz, Texas, USA, A110
Phil Bensted, Queensland, Australia, 366, VH-XSS
Daniel Boyd, Georgia, USA, A045, N216JE
Dave Butler, Massachusetts, USA, A167
Marvin Farley, Iowa, USA, A051, N100MF
Daniel Foxx, Michigan, USA, A032
Paul Franzini, Hertfordshire, 470
Thomas Friedland, Washington, USA, A079, N96V
Mitchell Garner, Pennsylvania, USA, A181
Richard Hamilton, Hertfordshire, 350
Lynn Hirschfeld, Florida, USA, A132
Nigel Hutchinson-Brooks, Victoria, Australia, 423
Michel Jambon, France, 289
Jeffrey Jukes, West Yorkshire, 293
Richard Kingsley, South Carolina, USA, A233
Hans-Heinrich Langlotz, Germany, 227, OE-CHL
Brian Long, Georgia, USA, A124
Larry Morgan, Oregon, USA, A165
Wayne Oehler, California, USA, A122
Brian Petree, Tennessee, USA, A219
Ira Rampil, New York, USA, A224, N224XS
Brian Rauchfuss, California, USA, A072
Gerald Rehn, Washington, USA, A161, N645XS
Andrew Sarangan, Ohio, USA, A178
Rick Sivier, Hertfordshire, 462
Tom Troester, Indiana, USA, A174
Andrew Walker, North Yorkshire, 390
Colin Way, Dorset, 348
Paul Westman, New South Wales, Australia, 451
Alan Wright, West Midlands, 325
If your name appears above, please contact me with your current
postal address so that I can send your copy to you. Likewise, if you
are a new owner of any of the kit numbers listed. Or if you know that
any of the people above are not online, please let me know how I can
contact them. Or if you are a Europa builder or owner and didn't
receive your copy of The Europa Flyer issue #43, please get in touch.
Now here's the hard part - don't just reply to this message! The rest
of the world does not need to know your mailing address, so just send
it to me. Copy the following line:
then create a new outgoing message, and paste my address that you
just copied into the "to" box. Then go ahead and write the rest of
the message as usual.
I will send your Europa Flyer, and also make sure that the factory
gets your new address for any future communication (airworthiness
alerts, etc).
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (740 hours building) PFA #16532
| e-mail website
________________________________________________________________________________
From: | "josok" <josok-e(at)ukolo.fi> |
2.60 REPLY_TO_EMPTY Reply-To: is empty
Sometimes it does not quite hit the mark: The Manual says"Mark a horizontal line
onto the rear face of the sternpost 25 mm up from the outside skin" Now what
is "outside skin" here, is it the outside skin of the fuselage or the underside
of the rear sternpost? If i assume the fuselage skin as datum, then the hole
looks to be positioned very close to the bottom edge, so i am really confused
here. Anybody?
Regards,
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | beecho(at)beecho.org |
Subject: | Re: Europa Club newsletter distribution |
Hi Rowland
My address is:
Thomas Friedland
7950 Bella Vista Road
Atascadero, CA, USA 93422
----- Original Message -----
From: "Rowland Carson" <rowil(at)clara.net>
Subject: Europa-List: Europa Club newsletter distribution
Date: Fri, 18 Feb 2005 14:56:45 +0000
>
>
> As announced some time ago on this list, the Europa Club newsletter
> for December 2004 with the Factory News insert, was sent to all the
> Europa builders and owners for whom addresses were held. Alas, it
> appears that despite the best joint efforts of the Club and Europa
> 2004 some addresses are out of date. I have had newsletters that were
> addressed to the following people returned to me as undeliverable:
>
> Jens Aabo, Denmark, 158, OY-EUR
> Uwe Albertin, Texas, USA, A050
> Edwin Allseitz, Texas, USA, A110
> Phil Bensted, Queensland, Australia, 366, VH-XSS
> Daniel Boyd, Georgia, USA, A045, N216JE
> Dave Butler, Massachusetts, USA, A167
> Marvin Farley, Iowa, USA, A051, N100MF
> Daniel Foxx, Michigan, USA, A032
> Paul Franzini, Hertfordshire, 470
> Thomas Friedland, Washington, USA, A079, N96V
> Mitchell Garner, Pennsylvania, USA, A181
> Richard Hamilton, Hertfordshire, 350
> Lynn Hirschfeld, Florida, USA, A132
> Nigel Hutchinson-Brooks, Victoria, Australia, 423
> Michel Jambon, France, 289
> Jeffrey Jukes, West Yorkshire, 293
> Richard Kingsley, South Carolina, USA, A233
> Hans-Heinrich Langlotz, Germany, 227, OE-CHL
> Brian Long, Georgia, USA, A124
> Larry Morgan, Oregon, USA, A165
> Wayne Oehler, California, USA, A122
> Brian Petree, Tennessee, USA, A219
> Ira Rampil, New York, USA, A224, N224XS
> Brian Rauchfuss, California, USA, A072
> Gerald Rehn, Washington, USA, A161, N645XS
> Andrew Sarangan, Ohio, USA, A178
> Rick Sivier, Hertfordshire, 462
> Tom Troester, Indiana, USA, A174
> Andrew Walker, North Yorkshire, 390
> Colin Way, Dorset, 348
> Paul Westman, New South Wales, Australia, 451
> Alan Wright, West Midlands, 325
>
> If your name appears above, please contact me with your current
> postal address so that I can send your copy to you. Likewise, if you
> are a new owner of any of the kit numbers listed. Or if you know that
> any of the people above are not online, please let me know how I can
> contact them. Or if you are a Europa builder or owner and didn't
> receive your copy of The Europa Flyer issue #43, please get in touch.
>
> Now here's the hard part - don't just reply to this message! The rest
> of the world does not need to know your mailing address, so just send
> it to me. Copy the following line:
>
>
>
> then create a new outgoing message, and paste my address that you
> just copied into the "to" box. Then go ahead and write the rest of
> the message as usual.
>
> I will send your Europa Flyer, and also make sure that the factory
> gets your new address for any future communication (airworthiness
> alerts, etc).
>
> regards
>
> Rowland
> --
> | Rowland Carson Europa Club Membership Secretary - email for info!
> | Europa 435 G-ROWI (740 hours building) PFA #16532
> | e-mail website
>
>
________________________________________________________________________________
From: | "SteveD" <Post2Forum(at)comcast.net> |
Jos,
The strings in the photo are center fuselage. The laser is set up 235 mm - end
of tail wheel spring to whole in the threaded part. With the fuselage level and
the laser level, set the drop distance from the fuselage and put the beam though
the hole.
Chat Later,
Steved
----------------
This Email contains Photos or Attachments located at the following link:
http://www.europaowners.org/viewtopic.php?p=5034#5034
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | "SteveD" <Post2Forum(at)comcast.net> |
oops, answered the wrong question! I measured a few times then put the whole where
it would not change the 235 mm setting addressed in my incorrect post.
Steved.
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | Tony Renshaw <tonyrenshaw(at)optusnet.com.au> |
Josok??
Have a look at Steve Dunsmuir's website and go to my link. Here it is but
in case it doesn't work you now know where to look. I have quite a few
photos of that setup. The dims don't accurately reflect the setup, in my
opinion.
http://www.europaowners.org/TonyR
Reg
Tony Renshaw
Sydney Australia
At 01:00 AM 2/20/2005, you wrote:
>
>Sometimes it does not quite hit the mark: The Manual says"Mark a
>horizontal line onto the rear face of the sternpost 25 mm up from the
>outside skin" Now what is "outside skin" here, is it the outside skin of
>the fuselage or the underside of the rear sternpost? If i assume the
>fuselage skin as datum, then the hole looks to be positioned very close to
>the bottom edge, so i am really confused here. Anybody?
>
>Regards,
>----------------
>Visit EuropaOwnersForum http://www.europaowners.org/
>
>
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Subject: | Europa Club newsletter distribution |
Guys and Gals - please read the instructions! :-)
> Now here's the hard part - don't just reply to this message! The rest
> of the world does not need to know your mailing address, so just send
> it to me. Copy the following line:
>
>
>
> then create a new outgoing message, and paste my address that you just
> copied into the "to" box. Then go ahead and write the rest of the
> message as usual.
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
beecho(at)beecho.org
Subject: Re: Europa-List: Europa Club newsletter distribution
Hi Rowland
My address is:
Thomas Friedland
7950 Bella Vista Road
Atascadero, CA, USA 93422
----- Original Message -----
From: "Rowland Carson" <rowil(at)clara.net>
Subject: Europa-List: Europa Club newsletter distribution
Date: Fri, 18 Feb 2005 14:56:45 +0000
>
>
> As announced some time ago on this list, the Europa Club newsletter
> for December 2004 with the Factory News insert, was sent to all the
> Europa builders and owners for whom addresses were held. Alas, it
> appears that despite the best joint efforts of the Club and Europa
> 2004 some addresses are out of date. I have had newsletters that were
> addressed to the following people returned to me as undeliverable:
>
> Jens Aabo, Denmark, 158, OY-EUR
> Uwe Albertin, Texas, USA, A050
> Edwin Allseitz, Texas, USA, A110
> Phil Bensted, Queensland, Australia, 366, VH-XSS
> Daniel Boyd, Georgia, USA, A045, N216JE
> Dave Butler, Massachusetts, USA, A167
> Marvin Farley, Iowa, USA, A051, N100MF
> Daniel Foxx, Michigan, USA, A032
> Paul Franzini, Hertfordshire, 470
> Thomas Friedland, Washington, USA, A079, N96V
> Mitchell Garner, Pennsylvania, USA, A181
> Richard Hamilton, Hertfordshire, 350
> Lynn Hirschfeld, Florida, USA, A132
> Nigel Hutchinson-Brooks, Victoria, Australia, 423
> Michel Jambon, France, 289
> Jeffrey Jukes, West Yorkshire, 293
> Richard Kingsley, South Carolina, USA, A233
> Hans-Heinrich Langlotz, Germany, 227, OE-CHL
> Brian Long, Georgia, USA, A124
> Larry Morgan, Oregon, USA, A165
> Wayne Oehler, California, USA, A122
> Brian Petree, Tennessee, USA, A219
> Ira Rampil, New York, USA, A224, N224XS
> Brian Rauchfuss, California, USA, A072
> Gerald Rehn, Washington, USA, A161, N645XS
> Andrew Sarangan, Ohio, USA, A178
> Rick Sivier, Hertfordshire, 462
> Tom Troester, Indiana, USA, A174
> Andrew Walker, North Yorkshire, 390
> Colin Way, Dorset, 348
> Paul Westman, New South Wales, Australia, 451
> Alan Wright, West Midlands, 325
>
> If your name appears above, please contact me with your current
> postal address so that I can send your copy to you. Likewise, if you
> are a new owner of any of the kit numbers listed. Or if you know that
> any of the people above are not online, please let me know how I can
> contact them. Or if you are a Europa builder or owner and didn't
> receive your copy of The Europa Flyer issue #43, please get in touch.
>
> Now here's the hard part - don't just reply to this message! The rest
> of the world does not need to know your mailing address, so just send
> it to me. Copy the following line:
>
>
>
> then create a new outgoing message, and paste my address that you
> just copied into the "to" box. Then go ahead and write the rest of
> the message as usual.
>
> I will send your Europa Flyer, and also make sure that the factory
> gets your new address for any future communication (airworthiness
> alerts, etc).
>
> regards
>
> Rowland
> --
> | Rowland Carson Europa Club Membership Secretary - email for info!
> | Europa 435 G-ROWI (740 hours building) PFA #16532
> | e-mail website
>
>
________________________________________________________________________________
From: | "Dean Seitz" <daseitz(at)cfl.rr.com> |
Subject: | Ideas for a Powder Coating Oven |
Brian
Look at my site http://www.ambientdesigns.com/EuropaXS/ for March 2004
Powder coat Oven. I mad it out of Galv flashing and aluminum angle pop
riveted together. Insulated with the board they use to make heating ducts
out of. And a $20 hot plate. Cranks up to 400 deg at medium setting on the
burners.
Dean
A284 N284A
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
EuropaXSA276(at)aol.com
Subject: Europa-List: Ideas for a Powder Coating Oven
Gents.
I recently purchased a powder coating gun and have been experimenting with
good results. In addition I have an old used electrical kitchen oven with 4
burner top that I have been using for the cure process.
Unfortunately many of the items I would like to coat will not fit into the
standard size oven.
I seek ideas to make a lager oven. Perhaps using the stove top heating
elements?
Your ideas, experiences, and photos would be greatly appreciated!
Tailwinds
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
----- Original Message -----
From: "josok" <josok-e(at)ukolo.fi>
Subject: Europa-List: tail spring
|
| Sometimes it does not quite hit the mark: The Manual says"Mark a
horizontal line onto the rear face of the sternpost 25 mm up from the
outside skin" Now what is "outside skin" here, is it the outside skin of the
fuselage or the underside of the rear sternpost? If i assume the fuselage
skin as datum, then the hole looks to be positioned very close to the bottom
edge, so i am really confused here. Anybody?
|
| Regards,
| ----------------
Josok,
I must be very simple. I followed the word to the letter! I
drilled a 1mm hole up from the outside bottom of the fuselage, and stuck a
piece of wire up through it which was 25mm long, then carefully marked the
horizontal line on the back of the sternpost. It worked a charm, although I
had to file a small segment of a circle out of the bottom corner of the
fuselage to accomodate the tailspring when bolted in. The aircraft sits at
the requisite angle though...............
Cheers, Ferg
A064
sanding sanding sanding
________________________________________________________________________________
From: | Tony Renshaw <tonyrenshaw(at)optusnet.com.au> |
Josok?
About this tailspring.............if all is absolutely ideal dimensionally,
yes, take the measurement and make your hole. Otherwise, setup you
tailwheel on the spring, on a board set at the correct height beneath the
tail, and then transpose the angle of the horizontal, tail contained,
portion of the spring laterally "through" the fuse side and onto the
sternpost centreline. Then drill away. I reckon the inaccuracies of
homebuilding suggest you tailor the dim as required to achieve the actual
goal, which is not a hole 1" up, but a tailwheel that has the tailplane at
the correct angle when the fuse is static on the ground.
Reg
Tony Renshaw
Sydney Australia
P.S. Have a look at those photos.
At 10:17 AM 2/20/2005, you wrote:
>
>Josok??
>Have a look at Steve Dunsmuir's website and go to my link. Here it is but
>in case it doesn't work you now know where to look. I have quite a few
>photos of that setup. The dims don't accurately reflect the setup, in my
>opinion.
>http://www.europaowners.org/TonyR
>Reg
>Tony Renshaw
>Sydney Australia
>At 01:00 AM 2/20/2005, you wrote:
> >
> >Sometimes it does not quite hit the mark: The Manual says"Mark a
> >horizontal line onto the rear face of the sternpost 25 mm up from the
> >outside skin" Now what is "outside skin" here, is it the outside skin of
> >the fuselage or the underside of the rear sternpost? If i assume the
> >fuselage skin as datum, then the hole looks to be positioned very close to
> >the bottom edge, so i am really confused here. Anybody?
> >
> >Regards,
> >----------------
> >Visit EuropaOwnersForum http://www.europaowners.org/
> >
> >
>
>
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
< goal, >>
The goal (good antipodean word that!!) should also be to ensure that the
swivel-axis of the tailwheel mount is inclined slightly forwards. i.e. the
lower end of the swivel axis trails the upper end of the swivel axis. This
then provides some self-centring and stability of the tailwheel.
Duncan McF.
----- Original Message -----
From: "Tony Renshaw" <tonyrenshaw(at)optusnet.com.au>
Subject: Re: Europa-List: tail spring
>
> Josok?
> About this tailspring.............if all is absolutely ideal
dimensionally,
> yes, take the measurement and make your hole. Otherwise, setup you
> tailwheel on the spring, on a board set at the correct height beneath the
> tail, and then transpose the angle of the horizontal, tail contained,
> portion of the spring laterally "through" the fuse side and onto the
> sternpost centreline. Then drill away. I reckon the inaccuracies of
> homebuilding suggest you tailor the dim as required to achieve the actual
> goal, which is not a hole 1" up, but a tailwheel that has the tailplane at
> the correct angle when the fuse is static on the ground.
> Reg
> Tony Renshaw
> Sydney Australia
> P.S. Have a look at those photos.
>
>
> At 10:17 AM 2/20/2005, you wrote:
> >
> >Josok??
> >Have a look at Steve Dunsmuir's website and go to my link. Here it is but
> >in case it doesn't work you now know where to look. I have quite a few
> >photos of that setup. The dims don't accurately reflect the setup, in my
> >opinion.
> >http://www.europaowners.org/TonyR
> >Reg
> >Tony Renshaw
> >Sydney Australia
> >At 01:00 AM 2/20/2005, you wrote:
> > >
> > >Sometimes it does not quite hit the mark: The Manual says"Mark a
> > >horizontal line onto the rear face of the sternpost 25 mm up from the
> > >outside skin" Now what is "outside skin" here, is it the outside skin
of
> > >the fuselage or the underside of the rear sternpost? If i assume the
> > >fuselage skin as datum, then the hole looks to be positioned very close
to
> > >the bottom edge, so i am really confused here. Anybody?
> > >
> > >Regards,
> > >----------------
> > >Visit EuropaOwnersForum http://www.europaowners.org/
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
----- Original Message -----
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: tail spring
| | <>
|
| The goal (good antipodean word that!!) should also be to ensure that the
| swivel-axis of the tailwheel mount is inclined slightly forwards. i.e. the
| lower end of the swivel axis trails the upper end of the swivel axis. This
| then provides some self-centring and stability of the tailwheel.
|
| Duncan McF.
Duncan et al,
Kind of interesting, that. The Mark 4 Harvard (plus the T -6G
model) had the tailwheel swivel slanted somewhat forward at the bottom! I
asked why as we transitted to the machine, and the Big Boss said it made it
easier to land because the tailwheel became self-steering and fought the
tendency to groundloop early into the touchdown and stoogents had less
trouble with it. It was restricted in this travel each side. I concur it
worked, but the apparent relaxation from primal fear was the undoing of
some. One can see both sides of the topic............
Cheers, ferg
________________________________________________________________________________
From: | DuaneFamly(at)aol.com |
Good day all,
I just came in from my shop to ask about the length of the pushrod from the
bellcrank to the rudder. In my instructions of Grahams tailwheel mod, the
pushrod is stated to be in the neighborhood of 21 1/2 inches in length. With my
rudder temporarily mounted and the pushrod temporarily connected to the
bellcrank, both rod ends in the center of their adjustment, rudder pedals at the
middle of their range, I am measuring only about 19 inches in total length bolt
center to bolt center on the rod.
This seems to me to be too short. Before I trim the rod or tear everything
apart and start over, I was wondering what others came up with in real life?
Mike Duane A207
Redding, California
XS Conventional Gear
Just about to put the top on but still finding little things to do before
that.
________________________________________________________________________________
Subject: | Re: TailWheel Mod |
From: | "Jos Okhuijsen" <josok-e(at)ukolo.fi> |
Hi Mike,
You are not the first one to find that the 21 idicated is too long, there
have been messages before.
So i would not start over again, but shorten to whatever you need.
Please measure the rod and publish it here, because i will have the same
job in a few weeks time.
Regards,
Jos Okhuijsen
________________________________________________________________________________
Subject: | Re: TailWheel Mod |
My rod is cut to 35cm (without the fitting attached)
Dave Park
Bld371 XS
________________________________________________________________________________
From: | EuropaForum <Post2Forum(at)comcast.net> |
Subject: | Re: TailWheel Mod |
Rev 2 of Grahams instructions are at:
www.EuropaOwners.org under Downloads. Some parts have new designs but
the geometry should be the same.
http://www.europaowners.org/dlman.php?func=select_folder&folder_id=16
Steved.
Waiting for the tail plane mod to bond the top on.
________________________________________________________________________________
From: | DuaneFamly(at)aol.com |
Subject: | Re: TailWheel Mod |
Jos and all others that replied,
Thanks for the input. That puts my mind at ease. I'll cut to proper fit and
post what my measurements turn out to be.
Mike Duane A207
Redding, California
XS Conventional Gear
Just about to put the top on but still finding little things to do before
that.
________________________________________________________________________________
Subject: | Relayed: can anyone give me some pointers |
From: | "SteveD" <Post2Forum(at)comcast.net> |
>> I'm relaying this from the EuropaOwners Site, either Mike is not signed on Matronics
or his post just beat his activation. Anyway if you reply he can see
it on the forum. Steved. <<
From: COMPOSITEPRO
Hi all I'm interested in building a kit plane
like many i have had to wait until later life/experience has shown that i might
be able to build a kit aircraft and actually fly i did want to work or fly aircraft
as a youth however my first starting point is cost implications and which
kit plan to start with if you could assume these facts as my sign in suggests
I'm not new to composites i have a background in f1 and military aerospace
parts manufacture
I'm not new to the Europa either ashamedly i might suggest the thing that has re
inspired me into my childhood dream has been the programme 'a plane is born'
and finally
I did my work experience at the Europa factory when Ivan Shaw first started the
project on the prototype and was the kind of lurking in the background watching
what was going on whilst the team Dave terry Ivan and Andy put the thing together
right from the molds to test flights
as implied above i also asked about plans as i recall Ivan had a rutan designed
plane which I'm assuming is also a similar jump into building
could i also ask about the non technical aspects (construction) of how where to
start flying regulations etc i have looked at the pfa already but
can it really be that simple
my apologies if this is directed more at the UK guys but i am located in the UK
thanks
Mike
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: Relayed: can anyone give me some pointers |
Nice to see Dave and Terry getting some credit at last for the prototype
Europa!
Duncan McF.
----- Original Message -----
From: "SteveD" <Post2Forum(at)comcast.net>
Subject: Europa-List: Relayed: can anyone give me some pointers
>
> >> I'm relaying this from the EuropaOwners Site, either Mike is not signed
on Matronics or his post just beat his activation. Anyway if you reply he
can see it on the forum. Steved. <<
>
> From: COMPOSITEPRO
>
> Hi all I'm interested in building a kit plane
> like many i have had to wait until later life/experience has shown that i
might be able to build a kit aircraft and actually fly i did want to work or
fly aircraft as a youth however my first starting point is cost implications
and which kit plan to start with if you could assume these facts as my sign
in suggests I'm not new to composites i have a background in f1 and
military aerospace parts manufacture
>
> I'm not new to the Europa either ashamedly i might suggest the thing that
has re inspired me into my childhood dream has been the programme 'a plane
is born' and finally
>
> I did my work experience at the Europa factory when Ivan Shaw first
started the project on the prototype and was the kind of lurking in the
background watching what was going on whilst the team Dave terry Ivan and
Andy put the thing together right from the molds to test flights
>
> as implied above i also asked about plans as i recall Ivan had a rutan
designed plane which I'm assuming is also a similar jump into building
>
> could i also ask about the non technical aspects (construction) of how
where to start flying regulations etc i have looked at the pfa already but
> can it really be that simple
>
> my apologies if this is directed more at the UK guys but i am located in
the UK
>
> thanks
>
> Mike
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
________________________________________________________________________________
From: | "Jim Butcher" <europa(at)triton.net> |
Subject: | Re: TailWheel Mod |
Mike,
Ours is about 18" from center of rod end to center of rod end. It all
depends on where the CS29 bracket ended up. BTW, there's been alot of
comments on this forum about the tailwheel in general. Tony K has a mod for
the steering cable attach points, says it makes it easier to control on
pavement and Terry Seaver comments to limit the amount of angle the tail
wheel can go through to give easier control on pavement. We're still
debating whether to do either or both.
Jim & Heather Butcher A185, N241BW
Just hung engine for final time!
________________________________________________________________________________
From: | "Vaughn Teegarden" <N914VA(at)starband.net> |
Subject: | Grand Rapids EFIS |
clamav-milter version 0.80j
on apophis.email.starband.net
Has anyone in the Europa fold installed and flown a Grand Rapids EFIS Horizon 1
in their panel? If so, would they be willing to answer a question?
Vaughn Teegarden
Trying to get it all done
before closing the wings
putting on the top.
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: TailWheel Mod |
Hi all,
I took a look at the modification for altering the ratio between the rudder
deflection and the tailwheel movement for the Singleton tail wheel kit. I
discussed this with Graham and on his advice I left is as is with the view
to altering it latter if required.
After a few flights I was getting on with it just fine with it so I left it.
I know that others did not like it and changed it, but I would recommend
that you start off on grass, migrate to pavement and if you still find it
too much of a handful then back off the geometry.
Just my 2 cents worth - Paul
----- Original Message -----
> Tony K has a mod for
> the steering cable attach points, says it makes it easier to control on
> pavement and Terry Seaver comments to limit the amount of angle the tail
> wheel can go through to give easier control on pavement. We're still
> debating whether to do either or both.
>
> Jim & Heather Butcher A185, N241BW
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Subject: | Fw: NORTH WEALD AIRFIELD - FLY TO NW AND SUPPORT US |
This seems like a thoroughly worthy cause for UK (or even continental)
Europists to support and in view of free landing also a good venue for a
DOTH. For those who haven't been there it is a great destination with
fascinating left overs from its WW2 fighter past, and the airspace to get
there , especially from the W is quite entertaining! Happy landings, David
Joyce, G-XSDJ
----- Original Message -----
From: "Harry Hopkins" <jdn.hopkins(at)virgin.net>
; "Stuart Gane" ; "Steve
Smith" ; "Steve Jones"
<steve@smj-acoustics.demon.co.uk>; "Simon Tolley"
; "Simon Eddison"
; "Russell Thornton"
; "Roy Layzell" ; "Rowland
Carson" ; "Roland Robinson"
; "Roger Targett"
; "Roger Lloyd" ; "Rod
Ashforth" ; "Robin Morton"
; "Richard Thwaites"
; "Richard Osler"
<richard@river-leys.fsnet.co.uk>; "Richard King" ;
"Richard Goodwin" ; "Richard Day"
; "Ray & Carol Lewis" ; "Phil McNamara"
; "Phil Hall" ;
"Paul Wheat" ; "Paul Sweeting"
; "Paul Keogh" ; "Nouj"
; "Norman Haines" ;
"Nicholas Dickinson" ; "mikelloyd9"
; "Mike Leach" ;
"Mike Burden" ; "Michael Fortescue"
; "Martin Soltau"
; "Manuel Queiroz" ; "Ken
Eastty" ; "Keith Day" ; "John
Hamer" ; "John Bean" ;
"Jeremy Davey" ; "Jeff van den Broek"
; "Jeff Bartlett" ; "Jared
Oakley" ; "Ian Parr" ; "Ian
McGugan" ; "Ian MacFadyen" ; "Ian
Lang" ; "Hamish Mead" ;
"Graham Vaughan & Son" ; "Graham Banfield"
; "Gerry Nash" ; "Geoff
Church" ; "Garry Layzell"
; "Frank Hawkes" ; "FRANCIS
BROWNSILL" ; "Ed Hicks"
; "Derek & Sally Long" ;
"DavidJohnstone" ; "David Russell"
; "David Joyce" ; "Dave
Roberts" ; "Dave Organ" ;
"Dave Haines" ; "Daryle Parsons"
; "Dari Sagar" ; "Colin Mitchell"
; "Chris Parsons" ;
"Chris Hopkins" ; "Chris Harrison"
; "Chris Bates" ; "Chris
Ball" ; "Carol Lewis" ;
"Bruce Naylor" <bruce@cpr-tech.co.uk>; "Brian Whitehead"
; "Brian Walker" ; "Brian
Kear" ; "Brian Kane" ; "Bill
Allen" ; "Barry Simon" ;
"Barry Conway" ; "Ian Comley"
Subject: Fw: NORTH WEALD AIRFIELD - FLY TO NW AND SUPPORT US
Dear Supporter
----- Original Message -----
From: Larry D'Eath
Hughes ; Roger Burrows ; Rob Pritchard ; Paul Jackson ; Paul Bennett ; Nigel
Bilton ; Nic Hart ; Mike Steward ; Mike Nice ; Mike Nairn ; Malcolm Cleveley
; Lorraine Walker ; Linda Smith ; Kelvin Woodard ; John Dunnett ; Joe Moss ;
Jim Lawn ; Harry Hopkins ; Glenn Waters ; Ed Howard ; Derrick Brunt ; Clive
James ; Andy Gorrod ; Andrew Castleden
Subject: Fw: NORTH WEALD AIRFIELD - FLY TO NW AND SUPPORT US
Dear Supporter
FLY TO NORTH WEALD SUNDAY 6 MARCH!
The North Weald Airfield Users Group (NWAUG) are delighted to announce that
landing fees at North Weald are waived on Sunday 6 March!
The NWAUG invites everyone to fly to North Weald, on that day, and will be
holding a workshop so that you can lodge your objections to RSS 14 (the East
of England Plan) to build 6000 houses on the Airfield. All the forms will be
completed in advance, so all you need to do is sign and submit them. We will
even post them for you!
NWAUG members will be in attendance from 11.00 onwards to offer advice and a
briefing will be held at 14.00, for visitors and local residents, which will
last approx. 30 mins. You are then free to enjoy your hamburgers!
Please help the cause! We need as many as possible to attend and make their
views known. Please come along in even if you have already made submitted
your objections.
PLEASE NOTE - This invitation is for everyone - not just those with
aircraft - so please join us however you wish to get here.
PPR is not required!
The Team at the NWAUG
20 February 2005
Doctors.net.uk e-mail protects you from viruses and unsolicited messages
________________________________________________________________________________
From: | "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk> |
Subject: | Gascolator returns |
Hi Guys,
Many thanks to all who responded to my gascolator hatch query, in particular to
David Joyce and Paul Stewart who sent/linked me to some pictures of how you did
it. A picture says a thousand words! I just need to get down to preparing
the mod leaflet to the PFA now!
Cheers
Brian Hutchinson
Currently nibbling away at the cowlings...
357 Mono
Sleaford
Lincolnshire
________________________________________________________________________________
Subject: | RE: Relayed: can anyone give me some pointers |
From: | "GrahamSingleton" <graham(at)gflight.f9.co.uk> |
2.60 REPLY_TO_EMPTY Reply-To: is empty
> Nice to see Dave and Terry getting some credit at last for the
prototype
Europa!
Duncan,
Who was Dave and Terry ? New names to me !
Cheers
Kingsley
Kingsley, my ole!
Dave Sanderson is Ivan Shaws oldest friend. Terry is his cousin. Dave built all
the plugs, with help from Terry, among other things he is a skilled joiner. Somewhere
I have a photograph (film) of Dave, who has a big red beard, sat astride
the fuselage plug wearing a very convincing viking helmet.
I did a little bit too, built a flap, leading edge of one wing, and had an opinion
of the first cowling plug. (didnt look like a Long EZ) Jon Tye was the launch
customer, he built the other flap and the same LE.
When I get home from Ivalo next Sunday, give me a reminder and I will try and find
it. Right now I am having a much needed lesson in how to use these space age
tools.
(confusers, iSMAQ PDAs and other things)
Graham
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | Paul Stewart <europa(at)pstewart.f2s.com> |
Subject: | Re: Gascolator returns |
Brian
If you let me have an address, I can send you a photocopy of my mod
application. Not that it's perfect or anything, but it was enough for
Francis.
Regards
Paul Stewart
#432
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
Subject: | Fw: Emailing: oops |
Subject: Emailing: oops
| The message is ready to be sent with the following file or link
attachments:
| Shortcut to: http://www.micom.net/oops/
This, just in,,,,,,,,,
Ferg
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
Subject: | East of England plan |
Good day,
I understand that the above plan includes the destruction of one of
the Battle of Britain airfields - North Weald. I have visited the airfield
many times as aviator and historian, ahving flown the early jet fighters and
as former Commanding Officer of 401 Fighter Squadron, Royal Canadian Air
Force (now relegated to history because it does not have any French
content) - a participant in the Battle and Canada's most successful fighter
unti in WW II. I have also flown many tourists to England in 45 years of
flying.
As you may imagine, I was appalled to discover that the 'plan'
provides for razing the field, and adding 6,000 houses as an alternative.
Were it not for North Weald, there would be no need for the houses, as the
Germans had no plans for them or their possible inhabitants in their
conquest plan. Thanks to these fields - few of which remain - it is possible
for the majority of 'planners' to exist.
It would serve the history of Great britain and its former
Commonwealth partners far better if the plannned houses were to be sited in
Hyde Park, between Kensington Palace and Park Lane where little of
importance to the very existence of the British people occurred.
Turning your back on those who made you possible will snuff many
thousands of tourist pounds from the coffers of nearby North Weald
establishments - none of which will ever attract me to the UK again. Ignore
vital history at you peril.
Fergus Kyle
________________________________________________________________________________
From: | "Europa (Alfred Buess)" <ykibuess(at)bluewin.ch> |
Subject: | Re: TailWheel Mod |
Jim,
Tony K's tailwheel plate has three attachment points: You can choose the
ratio between rudder deflection and tailwheel deflection you like. I
made a dwg-drawing of this plate and gave it to my laser cutter - nice
result. If anyone wants a copy of the dwg-file, let me know, I will send
it off forum as an attachment.
Alfred
Alfred Buess
Laenggasse 81, CH-3052 Zollikofen, Switzerland
Tel.: +41 (0)31 911 63 32, Fax: +41 (0)31 911 56 32
E-Mail: ykibuess(at)bluewin.ch
Europa XS #097, Monowheel, Foam shortwing, Rotax 912S, Airmaster 332 CS
-----Ursprngliche Nachricht-----
Von: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] Im Auftrag von Jim
Butcher
Gesendet: Dienstag, 22. Februar 2005 00:13
An: europa-list(at)matronics.com
Betreff: Europa-List: Re: TailWheel Mod
Mike,
Ours is about 18" from center of rod end to center of rod end. It all
depends on where the CS29 bracket ended up. BTW, there's been alot of
comments on this forum about the tailwheel in general. Tony K has a mod
for the steering cable attach points, says it makes it easier to control
on pavement and Terry Seaver comments to limit the amount of angle the
tail wheel can go through to give easier control on pavement. We're
still debating whether to do either or both.
Jim & Heather Butcher A185, N241BW
Just hung engine for final time!
________________________________________________________________________________
From: | "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> |
Subject: | Re: RE: Relayed: can anyone give me some pointers |
I think the "viking" picture may have appeared in the Sport Aviation article
that appeared on the development of the prototype; c.mid 1990's, if anyone
has the CD archives of SA.
Duncan McF.
----- Original Message -----
From: "GrahamSingleton" <graham(at)gflight.f9.co.uk>
Subject: Europa-List: RE: Relayed: can anyone give me some pointers
>
> > Nice to see Dave and Terry getting some credit at last for the
> prototype
> Europa!
>
> Duncan,
> Who was Dave and Terry ? New names to me !
>
> Cheers
> Kingsley
>
> Kingsley, my ole!
> Dave Sanderson is Ivan Shaws oldest friend. Terry is his cousin. Dave
built all the plugs, with help from Terry, among other things he is a
skilled joiner. Somewhere I have a photograph (film) of Dave, who has a big
red beard, sat astride the fuselage plug wearing a very convincing viking
helmet.
> I did a little bit too, built a flap, leading edge of one wing, and had an
opinion of the first cowling plug. (didnt look like a Long EZ) Jon Tye was
the launch customer, he built the other flap and the same LE.
> When I get home from Ivalo next Sunday, give me a reminder and I will try
and find it. Right now I am having a much needed lesson in how to use these
space age tools.
> (confusers, iSMAQ PDAs and other things)
> Graham
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
________________________________________________________________________________
From: | "Kingsley Hurst" <hurstkr(at)growzone.com.au> |
Subject: | Re: RE: Relayed: can anyone give me some pointers |
Thank you for the history lesson Graham. I have always been interested in
how it all got started and marvelled at those who built the first Europa
from scratch in only a fraction of the time it is taking me to stuff around.
Makes me feel a bit inferior, believe me !
I always suspected you had a hand in it somewhere because of the fact that
you knew all those involved. I take it Nev Eyre must have come along later
?
Just last night I overheard my wife on the phone say to a friend that we are
going to the UK and Europe next year. Can you believe that ? as the old
adage goes, 'where there's smoke there's fire' so I must try to fan it along
a bit !
Good to hear from you and be good mate
Cheers
Kingsley
----- Original Message -----
From: "GrahamSingleton" <graham(at)gflight.f9.co.uk>
Subject: Europa-List: RE: Relayed: can anyone give me some pointers
> Kingsley, my ole!
> Dave Sanderson is Ivan Shaws oldest friend. Terry is his cousin. Dave
> built all the plugs, with help from Terry, among other things he is a
> skilled joiner. Somewhere I have a photograph (film) of Dave, who has a
> big red beard, sat astride the fuselage plug wearing a very convincing
> viking helmet.
> I did a little bit too, built a flap, leading edge of one wing, and had an
> opinion of the first cowling plug. (didnt look like a Long EZ) Jon Tye was
> the launch customer, he built the other flap and the same LE.
> When I get home from Ivalo next Sunday, give me a reminder and I will try
> and find it. Right now I am having a much needed lesson in how to use
> these space age tools.
> (confusers, iSMAQ PDAs and other things)
> Graham
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
>
________________________________________________________________________________
From: | Paul Stewart <europa(at)pstewart.f2s.com> |
In the March popular flying Andrew Moore referrs to a 'letter 38'
detailing detailing design criteria for instrument installations
including the implications of installing electronic displays (page 35).
It claims this letter is downloadable from the PFA web site - I can't
find it. Anyone know where it is or know what is says?
Regards
Paul Stewart
#432 - hoping I can still use my EFIS-1
________________________________________________________________________________
From: | Tony Renshaw <tonyrenshaw(at)optusnet.com.au> |
Subject: | Re: TailWheel Mod |
Mike,
Limiting the tailwheel movement..........thats interesting. I have fully
castoring. It does however take a positive input beyond the normal full
deflection to unlock. So, one day we'll see.
Reg
Tony Renshaw
Sydney Australia
At 10:12 AM 2/22/2005, you wrote:
>
>Mike,
>
>Ours is about 18" from center of rod end to center of rod end. It all
>depends on where the CS29 bracket ended up. BTW, there's been alot of
>comments on this forum about the tailwheel in general. Tony K has a mod for
>the steering cable attach points, says it makes it easier to control on
>pavement and Terry Seaver comments to limit the amount of angle the tail
>wheel can go through to give easier control on pavement. We're still
>debating whether to do either or both.
>
>Jim & Heather Butcher A185, N241BW
>Just hung engine for final time!
>
>
________________________________________________________________________________
From: | "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk> |
Subject: | Re: Gascolator returns- Links |
To Stephan in Norway,
Building aeroplanes is one thing... coping with this technology is another!.
The stuff I received from David Joyce was an attachment to an e-mail sent to
my own e-mail address (Off-Forum). I understand we can't send attachments
via the Forum, so if you send me your e-mail address, I'll forward the
information to you.
The link from Paul Stewart was...
http://www.europaowners.org/modules.php?set_albumName=album58&op=modload&name=gallery&file=index&include=view_album.php
Hope I've got this right!!!!
Brian Hutchinson
hutch(at)hangarbout.fsnet.co.uk
----- Original Message -----
Subject: Gascolator returns- Links
> Hi Brian,
>
> I am just about to install my gascolator and fuel pump.
>
> As you say: "A picture says a thousand words". Would you be so kind and
> send me your links?
>
> Thanks in advanced
>
> Best regards
> Stephan
> #556 Mono - Norway
>
>
> -------------------------------------------
> This mail was sent through Freewave AS Webmail
> http://www.freewave.no/
>
________________________________________________________________________________
Subject: | RE: Gascolator returns- Links |
From: | "SteveD" <Post2Forum(at)comcast.net> |
Brian,
Attachments are not allowed by Matronics but are allowed on the EuropaOwners Site.
If you post your message on the website, at the bottom of the window is a
choose file button. Click it and choose the file you want to send. The photo or
files will post on the website and send a email with your text and links to
your photos to Matronics. This is all automatic.
On another note, I've also added some links to the links page:
http://www.europaowners.org/links.php
Basically its what I had bookmarked at home. If anyone would like to add to them
go feel free. The links come to me for approval prior to appearing to keep out
the spam.....
Chat Later,
Steved.
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | "MR!PAUL MITCHELL" <paul.mitchell2(at)homecall.co.uk> |
Paul,
PFA home page then Engineering down the left side then Information leaflets
and 38 is last on the list.
Paul Mitchell
----- Original Message -----
From: "Paul Stewart" <europa(at)pstewart.f2s.com>
Subject: Europa-List: letter 38
>
> In the March popular flying Andrew Moore referrs to a 'letter 38'
> detailing detailing design criteria for instrument installations
> including the implications of installing electronic displays (page 35).
> It claims this letter is downloadable from the PFA web site - I can't
> find it. Anyone know where it is or know what is says?
>
>
> Regards
>
> Paul Stewart
> #432 - hoping I can still use my EFIS-1
>
>
> --
> Checked by AVG Anti-Virus.
>
>
--
Checked by AVG Anti-Virus.
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Subject: | Rudder cables look very close to the fuel tank fittings |
Having fitted my Singleton tailwheel bellcrank, I=92m now looking at how to
arrange the autopilot pitch servo =96 so I rigged up the flap drive tube and
some string for the rudder cables. The rudder cable runs seem VERY close to
the fuel tank fittings =96 and I was wondering if anyone else had had this, or
is there some way of ensuring they don=92t contact?
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
=93If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.=94
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1320 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
________________________________________________________________________________
From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
Subject: | Re: Rudder cables look very close to the fuel tank fittings |
Jeremy,
I put my cables inside some nyloflow tube and it has worked out fine. I ran
it from the front up to the pulley then from behind the pulley all the way
past the mass balance weight assembly. This is how the Vari / Long Eze's do
it. I have been told that they don't even use a pulley.
Paul
----- Original Message -----
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
>
> Having fitted my Singleton tailwheel bellcrank, now looking at how to
> arrange the autopilot pitch servo so I rigged up the flap drive tube and
> some string for the rudder cables. The rudder cable runs seem VERY close
> to
> the fuel tank fittings and I was wondering if anyone else had had this, or
> is there some way of ensuring they dont contact?
________________________________________________________________________________
From: | "Jim Butcher" <europa(at)triton.net> |
Could some of you share how you made the 100% detent on the throttle and how you
made it adjustable. My ideas aren't working out too well!!
Thanks
Jim Butcher A185
________________________________________________________________________________
From: | EuropaXSA276(at)aol.com |
Gents:
I started work on the stall warner horn this weekend.
The instructions say that the air tube should be installed through the flange
of the forward rib BL102.
The measurements
given in the instruction , 1 3/4 from the W11 brackets completely missed the
rib flange! I peeked through the holes after they were drilled. My guess is
that it was a half inch miss to outboard.... Grrr Perhaps my rib is off?
My guess is you want to drill through the flange for added support of the
tube?
Anyway I installed the air tube but used a syringe filled with redux / flox
and pack a lot into the leading edge and spar area since I did not hit the rib
flange. Also made sure the tube was at the proper angel on the leading edge.
Do you think this will be OK with enough support for the tube?
Anyone noted this problem before?
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
Subject: | Re: 914 Throttle |
Jim Butcher a crit :
>
>Could some of you share how you made the 100% detent on the throttle and how you
made it adjustable. My ideas aren't working out too well!!
>
>Thanks
>
>Jim Butcher A185
>
>
>
Jim,
Our project is not a Europa but an MCR 4S four seater. But the engine is
a 914, and the following picture could be of interest. Sorry for the
poor quality of the photo.
http://gilles.thesee.free.fr/temp/DSCF1060.JPG
The 100% stop can be clearly felt when advancing the throttle. The
numbered lever is the cowl flap control, and the home made data
acquisition connector can be seen in the background.
Hope this helps,
Regards,
Gilles Thesee
Grenoble, France
15 happy flight hours performed to date
http://gilles.thesee.free.fr
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Brian,
Have you checked with Andy Draper? He can advise if your solution gives rise
to a strength issue.
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1320 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of
EuropaXSA276(at)aol.com
Subject: Europa-List: Mod 61Question
Gents:
I started work on the stall warner horn this weekend.
The instructions say that the air tube should be installed through the
flange
of the forward rib BL102.
The measurements
given in the instruction , 1 3/4 from the W11 brackets completely missed the
rib flange! I peeked through the holes after they were drilled. My guess
is
that it was a half inch miss to outboard.... Grrr Perhaps my rib is off?
My guess is you want to drill through the flange for added support of the
tube?
Anyway I installed the air tube but used a syringe filled with redux / flox
and pack a lot into the leading edge and spar area since I did not hit the
rib
flange. Also made sure the tube was at the proper angel on the leading
edge.
Do you think this will be OK with enough support for the tube?
Anyone noted this problem before?
Brian Skelly
Texas
Europa # A276 TriGear
See My build photos at:
http://www.europaowners.org/BrianS
________________________________________________________________________________
From: | "Robert Berube" <bberube(at)tampabay.rr.com> |
Bryan Long's Europa Serial A124, made its first flight Feb. 21 from
Zephyrhills Airport in Florida with Lee Omernik at the controls. Aircraft
is equipped with 914, Airmaster, conventional taildragger and full IFR.
First flight was 30 minutes with no problems other than engine running a bit
cool at OAT of 80 degrees.
Bryan does not participate on the thread so I am including on his behalf.
Bob Berube
Flight Crafters
________________________________________________________________________________
From: | Tony Renshaw <tonyrenshaw(at)optusnet.com.au> tank fittings |
Subject: | Re: Rudder cables look very close to the fuel |
tank fittings
fittings
Jeremy,
About those rudder cables, sleeve them with Poly flo, or the other similar
fuel line material in the Spruce catalogue.
Reg
Tony Renshaw
Sydney Australia
At 08:10 PM 2/23/2005, you wrote:
>
>Having fitted my Singleton tailwheel bellcrank, I=92m now looking at how to
>arrange the autopilot pitch servo =96 so I rigged up the flap drive tube and
>some string for the rudder cables. The rudder cable runs seem VERY close to
>the fuel tank fittings =96 and I was wondering if anyone else had had this, or
>is there some way of ensuring they don=92t contact?
>
>Regards,
>Jeremy
>
>Jeremy Davey
>Europa Monowheel 537M G-EZZA
>Europa Club Vice-Chairman, Webmaster, PFA NC Representative
>PFA EC Member
>=93If you can keep your head when all about you are losing theirs, then it is
>possible you haven't grasped the severity of the situation.=94
>Tail done
>Standard XS wings with mods underway
>CM installed in fuse (with airbrakes fittings)
>1320 build hours to date
>Intended fit:
>Rotax 914 turbo, Airmaster CS fully-feathering prop
>Lots of lights, buttons, switches, gizmos, and alarms
>
>
________________________________________________________________________________
Subject: | Rudder cables look very close to the fuel tank fittings |
From: | "Tony Krzyzewski" <tonyk(at)kaon.co.nz> |
Received-SPF: none
>> The rudder cable runs seem VERY close to
the fuel tank fittings and I was wondering if anyone else had had this, or
is there some way of ensuring they dont contact?
Jeremy,
Run them in nylaflow tube alongside the tank and the pitchstop support using small
brackets to hold the nylaflow in place. If you also use nylaflow tubes through
the fin out to the tailwheel rather than stainless steel then you'll find
the tubes will deflect as the tailwheel moves and reduce friction wear of the
cables at that point.
Regards
tony
________________________________________________________________________________
Subject: | RE: Rudder cables look very close to the fuel tank fittings |
From: | "josok" <josok-e(at)ukolo.fi> |
2.60 REPLY_TO_EMPTY Reply-To: is empty
My tank did not end up exactly in the middle. The result was, that the starboard
rudder cable was touching the tank. I decided against the tubing option because
i fear water collecting in the tube. Freezing water will cause a stuck rudder
consequently. So i added a second pulley wheel at the end of the tunnel in
the cockpit module, which also does the job.
Cu,
Jos Okhuijsen
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
________________________________________________________________________________
From: | "John Cliff" <mx(at)crixbinfield.freeserve.co.uk> |
Subject: | Re: Rudder cables look very close to the fuel tank fittings |
> Having fitted my Singleton tailwheel bellcrank, I=92m now looking at how to
> arrange the autopilot pitch servo =96 so I rigged up the flap drive tube and
> some string for the rudder cables. The rudder cable runs seem VERY close to
> the fuel tank fittings =96 and I was wondering if anyone else had had this, or
> is there some way of ensuring they don=92t contact?
As as alternative to enclosing the cables in Nylaflow tubing, one or two people
have installed extra tufnol rubbing blocks to hold the cables clear of the
scenery in the tank tunnel area.
John Cliff
#0259
________________________________________________________________________________
From: | "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> |
Subject: | Rudder cables look very close to the fuel tank fittings |
Hi! John
The use of spiral cable wrap is also less likely to catch any water but
I think the water and freezing is a long shot anyway, I still have dust
in there where I couldn't vacuum out. You don't have to put the spiral
wrap on prior to installation also since you can wind it on.
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 John Cliff
Subject: Re: Europa-List: Rudder cables look very close to the fuel tank
fittings
> Having fitted my Singleton tailwheel bellcrank, I=92m now looking at
how to
> arrange the autopilot pitch servo =96 so I rigged up the flap drive
tube and
> some string for the rudder cables. The rudder cable runs seem VERY
close to
> the fuel tank fittings =96 and I was wondering if anyone else had had
this, or
> is there some way of ensuring they don=92t contact?
As as alternative to enclosing the cables in Nylaflow tubing, one or two
people
have installed extra tufnol rubbing blocks to hold the cables clear of
the
scenery in the tank tunnel area.
John Cliff
#0259
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Subject: | Re: RE: Rudder cables look very close to the fuel tank fittings |
Jos, My rudder cables go in nylon tubing thru wheel well and under tank, as
do a lot of others and a similar system is +/- universal in gliders. 3 yrs
of flying in all weathers & temperatures, including a trip round upper
reaches of Mont Blanc, hasn't produced a suspicion of a problem. I suspect
that even if water did get in, the non-stick nature of the nylon surface
together with the high load tolerance of the rudder system would mean that
it wouldn't cause any real problem. Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "josok" <josok-e(at)ukolo.fi>
Subject: Europa-List: RE: Rudder cables look very close to the fuel tank
fittings
>
> My tank did not end up exactly in the middle. The result was, that the
starboard rudder cable was touching the tank. I decided against the tubing
option because i fear water collecting in the tube. Freezing water will
cause a stuck rudder consequently. So i added a second pulley wheel at the
end of the tunnel in the cockpit module, which also does the job.
>
> Cu,
>
> Jos Okhuijsen
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> _______________________________________________________________________
>
>
________________________________________________________________________________
From: | "Jeremy Davey" <EuropaFlyer_3(at)msn.com> |
Subject: | RE: Rudder cables look very close to the fuel tank fittings |
I just wanted to thank everyone who has helped with this problem. It's good
to know it's so easily fixed - and while it's comforting to know I'm not the
only one to experience it, perhaps that isnt such a good thing!
Cheers, guys!
Kind regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1320 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server(at)matronics.com
[mailto:owner-europa-list-server(at)matronics.com] On Behalf Of David Joyce
Subject: Re: Europa-List: RE: Rudder cables look very close to the fuel tank
fittings
Jos, My rudder cables go in nylon tubing thru wheel well and under tank, as
do a lot of others and a similar system is +/- universal in gliders. 3 yrs
of flying in all weathers & temperatures, including a trip round upper
reaches of Mont Blanc, hasn't produced a suspicion of a problem. I suspect
that even if water did get in, the non-stick nature of the nylon surface
together with the high load tolerance of the rudder system would mean that
it wouldn't cause any real problem. Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "josok" <josok-e(at)ukolo.fi>
Subject: Europa-List: RE: Rudder cables look very close to the fuel tank
fittings
>
> My tank did not end up exactly in the middle. The result was, that the
starboard rudder cable was touching the tank. I decided against the tubing
option because i fear water collecting in the tube. Freezing water will
cause a stuck rudder consequently. So i added a second pulley wheel at the
end of the tunnel in the cockpit module, which also does the job.
>
> Cu,
>
> Jos Okhuijsen
> ----------------
> Visit EuropaOwnersForum http://www.europaowners.org/
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> _______________________________________________________________________
>
>
________________________________________________________________________________
From: | "David Joyce" <davidjoyce(at)doctors.org.uk> |
Those of you who, like the eloquent Fergus, would not like to see N. Weald
disappear under a mass of new housing will find protest letters ready for
you to sign and email to the Planning Consultation Team at:
www.northwealdairfield.org. The deadline is 16 March so please do something
about it now. David Joyce
________________________________________________________________________________
From: | "Fergus Kyle" <VE3LVO(at)rac.ca> |
To whom it may concern:
The following remarks are in reply to a question about Graham Singleton's
mod PFA 10371 which uses the original pushrod to add to the revised longer
tailwheel spring mod.
I lost the query message regarding the above subject and made a point to measure
the requisite parameters next time. I suppose being late in reply it's redundant,
but wanted to appear keen:
The simple rod length (no ends 14 inches
add the rodends AN490HT8P shoulder-shoulder 14-1/4 inches
distance twixt endfitting centrelines MW4 18 inches
Strangely enough these distances are measured to the nearest mm, in situ,
give the requisite 30deg either side travel, and permit about 3/4in in rod
length change if required - that is, the rodends and fittings are at mid-range.
Cheers,
Ferg
A064
sandingsandingsanding
________________________________________________________________________________
Subject: | RE: Rudder push rod |
From: | "GrahamSingleton" <graham(at)gflight.f9.co.uk> |
2.60 REPLY_TO_EMPTY Reply-To: is empty
The simple rod length (no ends 14 inches
add the rodends AN490HT8P shoulder-shoulder 14-1/4 inches
distance twixt endfitting centrelines MW4 18 inches
Strangely enough these distances are measured to the nearest mm, in situ, give
the requisite 30deg either side travel, and permit about 3/4in in rod length change
if required - that is, the rodends and fittings are at mid-range.
Cheers,
Ferg
Fergus,
and anyone still reading this thread, Don't forget there are several variables
which affect the eventual length of the rod, bulkhead position, sternpost position,
width of the flanges etc. and of course the position of the CS29.
Start at 17 inches and cut back in degreasing increments. It is easy to slip the
rear end fitting in and try it, then swing the rudder out again hanging from
February 07, 2005 - February 26, 2005
Europa-Archive.digest.vol-eo