Europa-Archive.digest.vol-ep

February 26, 2005 - March 26, 2005



      the top hing screw, cut a bit off and swing it back.
      Graham, still smiling from watching an Aurora outside Jos' place in Lappland!
      ----------------
      Visit EuropaOwnersForum http://www.europaowners.org/
      
      
      
________________________________________________________________________________
Date: Feb 26, 2005
Subject: Panel Labels and placards
From: Gerry Holland <gnholland(at)onetel.com>
Hi to all! Just some general information regarding panel Labels and Placards for those planning that phase of build. I had played around with a neat Brother label Printer I had and got some really good external labels for my Europa using industrial strength labels. When it came to the Panel and interior placards it became a little fiddly with different sizes of placard and print which inflates the price because of varied stock required so.... I found from one of the other Aircraft lists some recommendations for a Company in the US who produce durable labels. Located them on the web, made contact, placed an order and the output arrived today. They are excellent quality, exactly what I specified and delivered right on time and price. The great thing is that you can provide your design or template requirements in anything from AutoCAD DWG Files to a scrap of paper with sketch and dimensions marked up. I did mine as Computer sketches and output file as a PDF and then the transition was made on receipt at Engravers. The price for 13 varied size placards and near 200 characters was $70.00 including Post and packing. The Company is Aircraft Engravers at http://www.engravers.net. Contact name: Wayne. Full details: Aircraft Engravers 112 Canton Rd Granby, CT 06035 USA Phone (860) 653-2780 Fax (860) 653-7324 E-mail info(at)engravers.net 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: "Peter Rees" <peter.rees05(at)ntlworld.com>
Subject: A fat spat
Date: Feb 26, 2005
I'm in the process of fitting the nose spat but have noticed that the right hand side (viewed from in front) bulges due to the size of the axle nut. The nut (along with the washer and spat mounting bracket) cause this side to stick out about 5mm more than the other side such that the spat looks terrible. Would it be OK to grind the axle nut (and axle bolt of course) from its current size of about 13mm to say 9? As far as I can see, the nut is there to keep the axle bolt in place and the assembly under the correct tension to stop the wheel from wobbling - it shouldn't need to be as big as it is. Peter G-MFHI ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: A fat spat
Date: Feb 26, 2005
> Would it be OK to grind the axle nut (and axle bolt of course) from its > current size of about 13mm to say 9? As far as I can see, the nut is there > to keep the axle bolt in place and the assembly under the correct tension to > stop the wheel from wobbling - it shouldn't need to be as big as it is. > > Peter > G-MFHI I only had to cut off the bolt to achieve a fit in a smallish, aftermarket fairing I scrounged and modified with glass and matching polyester resin to make it pretty around the big swivel thingy. As far as "thinning" the nut, I'd observe that production A/C of twice the gross weight use an axle shaft of about 1/2 the diameter of that monster bolt, and hence a comparatively tiny locknut. Reg, Fred F. ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: A fat spat
Date: Feb 26, 2005
Hi! Peter. I thinned mine down some for the same reason. However if I recall correctly the nut is a "nylock" type with a nylon self locking insert, and to grind it down will likely cook the nylon so I carefully used a hacksaw. But to ensure a clean cut at the thread I first established at what length (plus one thread clear to stick through the nut when tightened) the bolt needed to be then put it into a vice and hack sawed to length cleaning it with a file. Then trial fitted the nut(Opposite end to the nylon) to clear out the start thread of the bolt. Then remove the nut and hacksaw the nut to the required length making sure the face is flat and square to the axis. If it were a nut and bolt without the nylon I'd cut both nut and bolt together so both threads are cleaned by subsequent removal of the nut. All IMHO of course! Regards Bob Harrison G-PTAG Europa 337 MKI/Jabiru 3300. -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Peter Rees Subject: Europa-List: A fat spat I'm in the process of fitting the nose spat but have noticed that the right hand side (viewed from in front) bulges due to the size of the axle nut. The nut (along with the washer and spat mounting bracket) cause this side to stick out about 5mm more than the other side such that the spat looks terrible. Would it be OK to grind the axle nut (and axle bolt of course) from its current size of about 13mm to say 9? As far as I can see, the nut is there to keep the axle bolt in place and the assembly under the correct tension to stop the wheel from wobbling - it shouldn't need to be as big as it is. Peter G-MFHI ________________________________________________________________________________
From: "Paul McAllister" <paul.mcallister(at)qia.net>
Subject: Fitting SCAT tubing.
Date: Feb 26, 2005
Hi All, I am trying to fit some 2" SCAT tubing to one of those 2" flanges sold by AC Spruce. I can't get the darn stuff to slide on more than 1/2". if that. Is there a trick to working with this stuff ? Thanks, Paul ________________________________________________________________________________
From: <beecho(at)beecho.org>
Subject: Fitting SCAT tubing.
Date: Feb 26, 2005
Yep, a healthy burst of 4 letter words and a little WD-40 or teflon spray helps. Tom -----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: Fitting SCAT tubing. --> Hi All, I am trying to fit some 2" SCAT tubing to one of those 2" flanges sold by AC Spruce. I can't get the darn stuff to slide on more than 1/2". if that. Is there a trick to working with this stuff ? Thanks, Paul advertising on the Matronics Forums. ________________________________________________________________________________
From: "Tim Ward" <ward.t(at)xtra.co.nz>
Subject: Re: Fitting SCAT tubing.
Date: Feb 27, 2005
Paul, Cut back the wire inside, the required length and then slide on the 'wireless' tube with the help of a bit of soap. 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 McAllister" <paul.mcallister(at)qia.net> Subject: Europa-List: Fitting SCAT tubing. > > > Hi All, > > I am trying to fit some 2" SCAT tubing to one of those 2" flanges sold by > AC Spruce. I can't get the darn stuff to slide on more than 1/2". if > that. Is there a trick to working with this stuff ? > > Thanks, Paul > > > ________________________________________________________________________________
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Re: Fitting SCAT tubing.
Date: Feb 26, 2005
Paul I had one I needed to take off and reinstall regularly, so I crimped the aluminum to make it a slight bit tapered. Worked OK then. Cliff Shaw 1041 Euclid ave. Edmonds, WA 98020 425 776 5555 http://www.europaowners.org/WileE ________________________________________________________________________________
From: SPurpura(at)aol.com
Date: Feb 26, 2005
Subject: Re: Panel Labels and placards
I HAD A TROPHY SHOP MAKE MINE, PRICE WAS REAL GOOD. SAM N77EU ________________________________________________________________________________
From: DuaneFamly(at)aol.com
Date: Feb 27, 2005
Subject: Top Trimming
Good Day All, I have a quick question....I have been unable to find information on the Forum archive nor on anyone's build website.....so I pose the question here. When you trimmed the top portion of the fuselage along the trim lines.....how much overhang was still left on the top portion that overlapped in front of the firewall? I can't seem to find any scribe trim lines along this section and was wondering how much people had left after trimming. Thanks in advance for the input. 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: Top Trimming
Date: Feb 27, 2005
From: "Jos Okhuijsen" <josok-e(at)ukolo.fi>
Hi Mike, Had the same question for Graham Singleton when he was here last week, and his advice was to leave about an inch. Regards, Jos Okhuijsen ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Top Trimming
Date: Feb 27, 2005
Hi! Mike. Have you tried to resurrect the scribe line with a pencil and using it like a "rubbing"? If that doesn't work I'd suggest about an inch Minimum. 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 DuaneFamly(at)aol.com Subject: Europa-List: Top Trimming Good Day All, I have a quick question....I have been unable to find information on the Forum archive nor on anyone's build website.....so I pose the question here. When you trimmed the top portion of the fuselage along the trim lines.....how much overhang was still left on the top portion that overlapped in front of the firewall? I can't seem to find any scribe trim lines along this section and was wondering how much people had left after trimming. Thanks in advance for the input. Mike Duane A207 Redding, California XS Conventional Gear Just about to put the top on but still finding little things to do before that. ________________________________________________________________________________
From: "JR (Bob) Gowing" <gowingjr(at)acr.net.au>
Subject: Monowheel - fixing brake pipe onto UC Leg
Date: Feb 28, 2005
Dear Gang Since my manual, Europa Monowheel Page 32-4, 16/12/96, Issue 4, tells me nothing more than the route for the brake hose and to use P clips ......... I presume the 3 P clips P408008 which are nylon, are the ones to use - but has everyone drilled through the leg and bolted them on? Or used AN525 drive screws? Or what please? J R (Bob) Gowing, UK Kit 327 in Oz and approaching fixing the top on ________________________________________________________________________________
From: "simon miles" <simon.miles(at)skynet.be>
Subject: Carburettor heat shields
Date: Feb 28, 2005
I'm installing a Rotax 912S in my Europa. The Rotax installation manual suggests that a heat shield should be installed beneath each carburettor but the Europa manual doesn't mention anything about them. Did anyone install them and what did you use? Simon Miles, Builder #508, Tri-gear, Rotax 912S, Airmaster Propeller. ________________________________________________________________________________
From: "Tim Ward" <ward.t(at)xtra.co.nz>
Subject: Re: Carburettor heat shields
Date: Feb 28, 2005
Simon, The Rotax drip trays available from Rotax (at a cost!) do perform 2 tasks. One is to act to prevent fuel from dripping onto the exhaust directly beneath the carburettor!! and two to act as a heat shield from the exhaust beneath. Due to installing the Sky Drive Carb Heat system I had to modify the drip trays to fit under the carburettor sufficiently. 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: "simon miles" <simon.miles(at)skynet.be> Subject: Europa-List: Carburettor heat shields > > > I'm installing a Rotax 912S in my Europa. The Rotax installation manual > suggests that a heat shield should be installed beneath each carburettor > but > the Europa manual doesn't mention anything about them. Did anyone install > them and what did you use? > > > Simon Miles, > Builder #508, > Tri-gear, Rotax 912S, Airmaster Propeller. > > > ________________________________________________________________________________
Date: Feb 28, 2005
Subject: Re: Carburettor heat shields
From: Gerry Holland <gnholland(at)onetel.com>
Simon Hi! > I'm installing a Rotax 912S in my Europa. The Rotax installation manual > suggests that a heat shield should be installed beneath each carburettor but > the Europa manual doesn't mention anything about them. Did anyone install > them and what did you use? I did using some fairly light gauge Aluminium. Paddy Clarke (Scholar and Gentleman!) lent me a Cardboard Template as pattern including bending lines. If you would like a scanned paper copy let me know. 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: "simon miles" <simon.miles(at)skynet.be>
Subject: Re: Carburettor heat shields
Date: Feb 28, 2005
Hello Gerry, Thanks for your reply. Yes, I would like a copy of the template! Thank you. Best regards, Simon Miles. ----- Original Message ----- From: "Gerry Holland" <gnholland(at)onetel.com> Subject: Re: Europa-List: Carburettor heat shields > > Simon Hi! > >> I'm installing a Rotax 912S in my Europa. The Rotax installation manual >> suggests that a heat shield should be installed beneath each carburettor >> but >> the Europa manual doesn't mention anything about them. Did anyone install >> them and what did you use? > > I did using some fairly light gauge Aluminium. Paddy Clarke (Scholar and > Gentleman!) lent me a Cardboard Template as pattern including bending > lines. > If you would like a scanned paper copy let me know. > > 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: Monowheel - fixing brake pipe onto UC Leg
Date: Feb 28, 2005
From: "Jos Okhuijsen" <josok-e(at)ukolo.fi>
Hi Bob, From what i've seen it's Pclips being used and drilled for self tapers. I have no idea if those are supplied with the kit. Most of the folks have broken drills on those holes, so be warned. Slow speed and centrered all the time is the advice. Regards, Jos Okhuijsen ________________________________________________________________________________
Date: Feb 28, 2005
Subject: Re: Carburettor heat shields
From: Gerry Holland <gnholland(at)onetel.com>
Simon. > I would like a copy of the template! Thank you. I'm on the case. Regards Gerry ________________________________________________________________________________
From: DvdPar(at)aol.com
Date: Feb 28, 2005
Subject: Carbureta heat shields
Could I have a copy please. Thanks Dave Park XS 371 ________________________________________________________________________________
From: "Jim Butcher" <europa(at)triton.net>
Subject: Re: Monowheel - fixing brake pipe onto UC Leg
Date: Feb 28, 2005
We just used studs (similar to Click Bond) glued on the outside of the arm with Araldite. Little afraid to drill through the arm. Jim & Heather Butcher A185 N241BW ________________________________________________________________________________
From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net>
Subject: Tri-gear track dimension
Date: Feb 28, 2005
Hi all, I have to move a tri-gear fuselage on a flat trailer. At the moment I cannot get to the aircraft to measure exactly the dimension from the outside of the main gear tyre to the outside of the opposite main gear tyre. This will dictate what width of trailer I will need to transport the fuselage. Could anyone please measure this dimension on a trigear and let me know, on list or off list at cjh.richardson@virgin .net Many thanks John Richardson G-BXGG - ex Mono-wheel now a Tri-gear. ________________________________________________________________________________
From: "ivor.phillips" <ivor.phillips(at)ntlworld.com>
Subject: Re: Tri-gear track dimension
Date: Feb 28, 2005
73 inches But that is with no weight, i.e. No engine and accessories, The distance would increase with load, Ivor Phillips XS486 London UK CM Installed, rudder cables complete, trial fit top and wings,Undercarriage fitted,playing with tie bar ----- Original Message ----- From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net> Subject: Europa-List: Tri-gear track dimension > > > Hi all, > > I have to move a tri-gear fuselage on a flat trailer. At the moment I > cannot get to the aircraft to measure exactly the dimension from the > outside of the main gear tyre to the outside of the opposite main gear > tyre. This will dictate what width of trailer I will need to transport the > fuselage. > > Could anyone please measure this dimension on a trigear and let me know, > on list or off list at cjh.richardson@virgin .net > > > Many thanks > > > John Richardson > G-BXGG - ex Mono-wheel now a Tri-gear. > > > ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Tri-gear track dimension
Date: Feb 28, 2005
Hi! Colin Mine without main tank fuel on board is 79" over the spats. However beware the fact that when you pull the a/c backwards the axle toe out spreads the width. And of course the greater the load the wider it sits. Regards Bob Harrison G-PTAG Europa 337 MKI Trike/Jabiru 3300. -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Colin John Howard Richardson Subject: Europa-List: Tri-gear track dimension Hi all, I have to move a tri-gear fuselage on a flat trailer. At the moment I cannot get to the aircraft to measure exactly the dimension from the outside of the main gear tyre to the outside of the opposite main gear tyre. This will dictate what width of trailer I will need to transport the fuselage. Could anyone please measure this dimension on a trigear and let me know, on list or off list at cjh.richardson@virgin .net Many thanks John Richardson G-BXGG - ex Mono-wheel now a Tri-gear. ________________________________________________________________________________
From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no>
Subject: Re: Tri-gear track dimension
Date: Feb 28, 2005
John, 75 3/4" - engine installed Regards, Svein A225 - XS Trigear - now in Norway ----- Original Message ----- From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net> Subject: Europa-List: Tri-gear track dimension > > > Hi all, > > I have to move a tri-gear fuselage on a flat trailer. At the moment I > cannot get to the aircraft to measure exactly the dimension from the > outside of the main gear tyre to the outside of the opposite main gear > tyre. This will dictate what width of trailer I will need to transport the > fuselage. > > Could anyone please measure this dimension on a trigear and let me know, > on list or off list at cjh.richardson@virgin .net > > > Many thanks > > > John Richardson > G-BXGG - ex Mono-wheel now a Tri-gear. > > > ________________________________________________________________________________
From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net>
Subject: Re: Tri-gear track dimension
Date: Feb 28, 2005
Ivor, Many thanks for your help on the Tri-gear track. I will be using the slightly wider trailer for the job. John Richardson ----- Original Message ----- From: "ivor.phillips" <ivor.phillips(at)ntlworld.com> Subject: Re: Europa-List: Tri-gear track dimension > > 73 inches But that is with no weight, i.e. No engine and accessories, The > distance would increase with load, > Ivor Phillips > XS486 London UK > CM Installed, rudder cables complete, > trial fit top and wings,Undercarriage fitted,playing with tie bar > ----- Original Message ----- > From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net> > To: "Europa Forum" > Subject: Europa-List: Tri-gear track dimension > > > > > > > > Hi all, > > > > I have to move a tri-gear fuselage on a flat trailer. At the moment I > > cannot get to the aircraft to measure exactly the dimension from the > > outside of the main gear tyre to the outside of the opposite main gear > > tyre. This will dictate what width of trailer I will need to transport the > > fuselage. > > > > Could anyone please measure this dimension on a trigear and let me know, > > on list or off list at cjh.richardson@virgin .net > > > > > > Many thanks > > > > > > John Richardson > > G-BXGG - ex Mono-wheel now a Tri-gear. > > > > > > > > ________________________________________________________________________________
From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net>
Subject: Re: Tri-gear track dimension
Date: Feb 28, 2005
Bob, Many thanks for the track dimension. It has clarified the choice of trailer for this one off job. Regards John Richardson. ----- Original Message ----- From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk> Subject: RE: Europa-List: Tri-gear track dimension > > Hi! Colin > Mine without main tank fuel on board is 79" over the spats. However > beware the fact that when you pull the a/c backwards the axle toe out > spreads the width. And of course the greater the load the wider it sits. > Regards > Bob Harrison G-PTAG Europa 337 MKI Trike/Jabiru 3300. > > > -----Original Message----- > From: owner-europa-list-server(at)matronics.com > [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Colin John > Howard Richardson > To: Europa Forum > Subject: Europa-List: Tri-gear track dimension > > > > Hi all, > > I have to move a tri-gear fuselage on a flat trailer. At the moment I > cannot get to the aircraft to measure exactly the dimension from the > outside of the main gear tyre to the outside of the opposite main gear > tyre. This will dictate what width of trailer I will need to transport > the fuselage. > > Could anyone please measure this dimension on a trigear and let me know, > on list or off list at cjh.richardson@virgin .net > > > Many thanks > > > John Richardson > G-BXGG - ex Mono-wheel now a Tri-gear. > > ________________________________________________________________________________
From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net>
Subject: Re: Tri-gear track dimension
Date: Feb 28, 2005
Svein, Many thanks for the track dimension. I will be using a slightly wider trailer than I was planning to. You have saved me some hassle! Regards John Richardson ----- Original Message ----- From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no> Subject: Re: Europa-List: Tri-gear track dimension > > John, > > 75 3/4" - engine installed > > Regards, > Svein > A225 - XS Trigear - now in Norway > > ----- Original Message ----- > From: "Colin John Howard Richardson" <cjh.richardson(at)virgin.net> > To: "Europa Forum" > Subject: Europa-List: Tri-gear track dimension > > > > > > > > Hi all, > > > > I have to move a tri-gear fuselage on a flat trailer. At the moment I > > cannot get to the aircraft to measure exactly the dimension from the > > outside of the main gear tyre to the outside of the opposite main gear > > tyre. This will dictate what width of trailer I will need to transport the > > fuselage. > > > > Could anyone please measure this dimension on a trigear and let me know, > > on list or off list at cjh.richardson@virgin .net > > > > > > Many thanks > > > > > > John Richardson > > G-BXGG - ex Mono-wheel now a Tri-gear. > > > > > > > > ________________________________________________________________________________
From: "ctsmallwood" <ctsmallwood(at)onetel.com>
Subject: Fire wall Inspection apperture
Date: Feb 28, 2005
Hi All Does anyone have a MOD No for inspection aperture above footwell in Port bulkhead 7x5 with stainless !" surround similar to that as applied to Europa factory Demonstrator ? Regards Colin Smallwood Now on final Assy.!!! ________________________________________________________________________________
From: DuaneFamly(at)aol.com
Date: Feb 28, 2005
Subject: Re: Carburetta heat shields
Gerry, Since you are being so nice about it, I'll go for a copy for later install. Mike Duane A207 Redding, California XS Conventional Gear Just about to put the top on but still finding little things to do before that. Do Not Archive ________________________________________________________________________________
Date: Feb 28, 2005
Subject: Carburettor heat shields
From: Gerry Holland <gnholland(at)onetel.com>
Mike > Since you are being so nice about it, I'll go for a copy for later install. It will be a pleasure.... Even though I'm a miserable old sod! I'll send it to your private e-mail address Regards Gerry ________________________________________________________________________________
From: "JR (Bob) Gowing" <gowingjr(at)acr.net.au>
Subject: Re: Carburettor heat shields
Date: Mar 01, 2005
Gerry Copy of scanned paper copy of heat shied to me too please! J R (Bob) Gowing, UK Kit 327 in Oz approaching adding top ----- Original Message ----- From: "Gerry Holland" <gnholland(at)onetel.com> Subject: Re: Europa-List: Carburettor heat shields > > Simon Hi! > > > I'm installing a Rotax 912S in my Europa. The Rotax installation manual > > suggests that a heat shield should be installed beneath each carburettor but > > the Europa manual doesn't mention anything about them. Did anyone install > > them and what did you use? > > I did using some fairly light gauge Aluminium. Paddy Clarke (Scholar and > Gentleman!) lent me a Cardboard Template as pattern including bending lines. > If you would like a scanned paper copy let me know. > > 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 > > ________________________________________________________________________________
Date: Mar 01, 2005
From: D Wysong <hdwysong(at)gmail.com>
Subject: issues with Rotax 914 voltage regulator/rectifier?
Has anyone with a Rotax 914 (perhaps 912, too?) had problems with the stock Ducati 12 V regulator/rectifier? Anyone found or heard of any good flying alternatives? I've read reports from motorcycle folks about the Ducati electronics failing due to overheating, but I haven't seen the like from the aircraft community. Surprised me considering some of the tight cowls we're using these days. Anyhow, I'm just trying to fix something that ain't broken (yet). Thanks! ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: 912S with the Classsic
Date: Mar 01, 2005
Hi All, I am considering making a change to my LH bottom sub panel, (the one normally with switches usually). I have an ACS keyed switch for the mags that includes the start position. I may trade it for one without the start position. I heard or read that starting the 912S is easier if you start with only one mag thereby eliminating some kick back. I would have to get a seperate start push button switch to do this. I know most would say just get the bigger starter. I wish there was one available that would fit the classic installation. I went to a lot of work and expense to get the spinner fitted and the radiator arrangement, cowling opening doors, inlet ducts for cool air, cold air plenum mod, and on and on... Suffice to say I want to keep my classic cowl and this means I can't get the bigger starter. Darn it! So I want to make it as easy as possible for the standard starter to do its job. If starting on one mag will help I want to change the panel now while I'm at this stage. This also requires a lot of backtracking as I have the front of the panel done, including the labeling. My questions are; will starting on one mag really help the anemic starter? How many of you are running the 912S with the standard starter and not having any problems starting? I really don't want to use a bigger battery but I may have to go that route. I am still a long way from actual testing but I need to get this panel wired. You know how it goes, the bridge you build today needs to hold you up when you eventually try to walk across it. Can I get a few opinions on this to arrive at a consensus? Thanks to this valuable forum. Troy Maynor N120EU Europa Monowheel Classic Left to finish: Paint,interior,engine install, wiring. (Wiring panel now while I'm crippled.) ________________________________________________________________________________
Date: Mar 01, 2005
From: N55XS <topglock(at)cox.net>
Subject: Re: 912S with the Classsic
Troy Maynor wrote: > >Hi All, > >I am considering making a change to my LH bottom sub panel, (the one >normally with switches usually). I have an ACS keyed switch for the mags >that includes the start position. I may trade it for one without the start >position. I heard or read that starting the 912S is easier if you start with >only one mag thereby eliminating some kick back. I would have to get a >seperate start push button switch to do this. I know most would say just get >the bigger starter. I wish there was one available that would fit the >classic installation. I went to a lot of work and expense to get the spinner >fitted and the radiator arrangement, cowling opening doors, inlet ducts for >cool air, cold air plenum mod, and on and on... Suffice to say I want to >keep my classic cowl and this means I can't get the bigger starter. Darn it! >So I want to make it as easy as possible for the standard starter to do its >job. If starting on one mag will help I want to change the panel now while >I'm at this stage. This also requires a lot of backtracking as I have the >front of the panel done, including the labeling. > >My questions are; will starting on one mag really help the anemic starter? >How many of you are running the 912S with the standard starter and not >having any problems starting? I really don't want to use a bigger battery >but I may have to go that route. I am still a long way from actual testing >but I need to get this panel wired. You know how it goes, the bridge you >build today needs to hold you up when you eventually try to walk across it. >Can I get a few opinions on this to arrive at a consensus? Thanks to this >valuable forum. > >Troy Maynor >N120EU Europa Monowheel Classic >Left to finish: >Paint,interior,engine install, wiring. >(Wiring panel now while I'm crippled.) > > > > Troy, My system is designed with a starter switch which turns the engine and provides power to the trim system (which can be turned off in case of trim runaway). The mags are controlled via rocker switches. Crank the engine, first, then add mags, one at a time. A picture of the installation is viewable on my Dec 5th entry at my build site (see sig line)... -- Jeff - A055 Builders Log: http://www.N55XS.com -- Checked by AVG Anti-Virus. ________________________________________________________________________________
From: <kbcarpenter(at)comcast.net>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Date: Mar 01, 2005
I had to replace mine at 290 hours. It was allowing the alternator to overcharge the battery(16V). Replacement solved the problem. Ken Carpenter N9XS 914 mono ----- Original Message ----- From: "D Wysong" <hdwysong(at)gmail.com> Subject: Europa-List: issues with Rotax 914 voltage regulator/rectifier? > > Has anyone with a Rotax 914 (perhaps 912, too?) had problems with the > stock Ducati 12 V regulator/rectifier? Anyone found or heard of any > good flying alternatives? > > I've read reports from motorcycle folks about the Ducati electronics > failing due to overheating, but I haven't seen the like from the > aircraft community. Surprised me considering some of the tight cowls > we're using these days. > > Anyhow, I'm just trying to fix something that ain't broken (yet). > > Thanks! > > > ________________________________________________________________________________
Date: Mar 01, 2005
From: D Wysong <hdwysong(at)gmail.com>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Thanks for the info, Ken. Did you replace it with a new Ducati or did you use another brand/model? A fellow on the AeroElectric list mentioned switching to a 'German Schicke GR4' to eliminate problems he was seeing... but I've yet to locate any info on this part number. D ----------------- kbcarpenter(at)comcast.net wrote: > > I had to replace mine at 290 hours. It was allowing the alternator to > overcharge the battery(16V). Replacement solved the problem. > Ken Carpenter > N9XS 914 mono > ----- Original Message ----- > From: "D Wysong" <hdwysong(at)gmail.com> > To: > Subject: Europa-List: issues with Rotax 914 voltage regulator/rectifier? > > > >> >>Has anyone with a Rotax 914 (perhaps 912, too?) had problems with the >>stock Ducati 12 V regulator/rectifier? Anyone found or heard of any >>good flying alternatives? >> >>I've read reports from motorcycle folks about the Ducati electronics >>failing due to overheating, but I haven't seen the like from the >>aircraft community. Surprised me considering some of the tight cowls >>we're using these days. >> >>Anyhow, I'm just trying to fix something that ain't broken (yet). >> >>Thanks! >> >> >> > > > > > > > > ________________________________________________________________________________
From: SPurpura(at)aol.com
Date: Mar 01, 2005
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
REPLACED MINE @ 200 HRS,WAS ALLOWING OVERVOLTAGE. SAM N77EU ________________________________________________________________________________
From: "Robert Berube" <bberube(at)tampabay.rr.com>
Subject: 914 Firewall FWD
Date: Mar 01, 2005
One of our customers has elected not to use his just received 914 Firewall Forward Kit. Anyone in North America interested can contact me offline for details. Bob Berube Flight Crafters 813 655-6411 ________________________________________________________________________________
From: "Fergus Kyle" <VE3LVO(at)rac.ca>
Subject: Off topic flight info
Date: Mar 01, 2005
Cheers, try http://www.fossettchallenge.com/ Ferg ________________________________________________________________________________
Date: Mar 02, 2005
From: nigelcharles(at)tiscali.co.uk
Subject: issues with Rotax 914 voltage regulator/rectifier?
There have been several aircraft with problems with the supplied regulator. Others have managed to run OK for 100's of hours. One point to bear in mind is that, if the earth connection to the case is less than perfect, higher than normal voltages can result. This can damage the battery as well as the regulator. The job of the regulator is made that much harder as there is no field connection to a permanent magnet generator. This means the regulator has to handle the whole output from the coils rather than controlling it directly. On the positive side it means that there are no brushes or slip rings to wear out. If you wish to protect the battery you may like to consider using the crowbar overvoltage unit as sold by Bob Nuckolls. Details of this mod are on the club website. Nigel Charles >-- Original Message -- >Date: Tue, 01 Mar 2005 12:06:20 -0600 >From: D Wysong <hdwysong(at)gmail.com> >To: europa-list(at)matronics.com >Subject: Europa-List: issues with Rotax 914 voltage regulator/rectifier? >Reply-To: europa-list(at)matronics.com > > >Has anyone with a Rotax 914 (perhaps 912, too?) had problems with the >stock Ducati 12 V regulator/rectifier? Anyone found or heard of any >good flying alternatives? > >I've read reports from motorcycle folks about the Ducati electronics >failing due to overheating, but I haven't seen the like from the >aircraft community. Surprised me considering some of the tight cowls >we're using these days. > >Anyhow, I'm just trying to fix something that ain't broken (yet). > >Thanks! > > Book yourself something to look forward to in 2005. Cheap flights - http://www.tiscali.co.uk/travel/flights/ Bargain holidays - http://www.tiscali.co.uk/travel/holidays/ ________________________________________________________________________________
From: "Ron Jones" <jronjones(at)lineone.net>
Subject: Re: 912S with the Classsic
Date: Mar 02, 2005
Hi Troy, I also have the Bendix type mag/starter switch on my panel but I have used the spare terminal on the back to isolate one mag during starting. The switch was, of course, originally made for the "older technology" engines using traditional mags but that spare terminal does the same job with the Rotax setup. Just make up a short lead (about 4" long) and use it to bridge one of the mag terminals to the spare. I forget which mag (A or B) is timed slightly later than the other but you can try either mag by just switching the leads at the connectors near the mags. I have had no kick-backs in the 150 or so hours since I did the above to my 912S and I have only the original starter with a 14amp.hr. battery! The aeroplane stood, on one accasion, for several weeks covered in snow and ice and STILL started without charging the batt. or using jump-leads! Do-it to-it - I'm sure you'll be glad you did! Regards, Ron Jones (XS/912S, G-RJWX, No.359) ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Date: Mar 02, 2005
> Nigel Charles wrote: > > There have been several aircraft with problems with the supplied regulator. > Others have managed to run OK for 100's of hours. One point to bear in mind > is that, if the earth connection to the case is less than perfect, higher > than normal voltages can result. This can damage the battery as well as the > regulator. A poor connection -- pos or ground -- between the regulator and battery will cause lower voltatge at the battery, not a higher voltage. It acts as a current-limiting, series resistance, and a poor connection of about 2 ohms can be sufficent to cause curent flow into the battery to substantially cease. I presume it can cause higher heat dissipation in a shunt-type regulator like the Rotax, though. But no more than if a master bus for all your devices is switched off. Reg, Fred F. ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: 912S with the Classsic
Date: Mar 02, 2005
< later than the >> Both mags are the same on the 912 (S), unless one of your mags is weaker than the other. Duncan Mcf. ----- Original Message ----- From: "Ron Jones" <jronjones(at)lineone.net> Subject: Re: Europa-List: 912S with the Classsic > > Hi Troy, > I also have the Bendix type mag/starter switch on my panel but I have used > the spare terminal on the back to isolate one mag during starting. The > switch was, of course, originally made for the "older technology" engines > using traditional mags but that spare terminal does the same job with the > Rotax setup. > Just make up a short lead (about 4" long) and use it to bridge one of the > mag terminals to the spare. I forget which mag (A or B) is timed slightly > later than the other but you can try either mag by just switching the leads > at the connectors near the mags. > I have had no kick-backs in the 150 or so hours since I did the above to my > 912S and I have only the original starter with a 14amp.hr. battery! The > aeroplane stood, on one accasion, for several weeks covered in snow and ice > and STILL started without charging the batt. or using jump-leads! > Do-it to-it - I'm sure you'll be glad you did! > Regards, > Ron Jones > (XS/912S, G-RJWX, No.359) > > ________________________________________________________________________________
From: "David Watts" <dg.watts(at)virgin.net>
Subject: Re: 912S with the Classsic
Date: Mar 02, 2005
Troy, Having installed the 912S after a 1000hrs on the standard 912, I had no real problems with the new engine until the weather turned a bit colder. I tried a variety of the suggestions being put forward and have settled on leaving the choke in until the engine is spinning over, then pulling it out. This has completely solved all the kicking. A short while ago I incorporated an extra switch to issolate one mag whilst starting but that did not cure the kicking until I left the choke in again. However I am sure having both mags off while the engine spins, then bringing one mag in at a time would probably cure the problem and I intend to set up this arrangement shortly when I receive my Airmaster prop to replace the NSI CAP140 and have to rewire the panel anyway. Dave Watts G-BXDY >From: "Troy Maynor" <wingnut54(at)charter.net> > My questions are; will starting on one mag really help the anemic starter? > How many of you are running the 912S with the standard starter and not > having any problems starting? I really don't want to use a bigger battery > but I may have to go that route. I am still a long way from actual testing > but I need to get this panel wired. You know how it goes, the bridge you > build today needs to hold you up when you eventually try to walk across it. > Can I get a few opinions on this to arrive at a consensus? Thanks to this > valuable forum. ________________________________________________________________________________
From: "William Mills" <combined.merchants(at)virgin.net>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Date: Mar 03, 2005
I had to replace mine at 375 hrs and then again at 740 hrs because of over voltage. I was using the crowbar mod to protect the battery and avionics and it kept tripping the circuit breaker. This stopped when the rectifier was replaced on both occasions. Best wishes, William ----- Original Message ----- From: "D Wysong" <hdwysong(at)gmail.com> Subject: Europa-List: issues with Rotax 914 voltage regulator/rectifier? > > Has anyone with a Rotax 914 (perhaps 912, too?) had problems with the > stock Ducati 12 V regulator/rectifier? Anyone found or heard of any > good flying alternatives? > > I've read reports from motorcycle folks about the Ducati electronics > failing due to overheating, but I haven't seen the like from the > aircraft community. Surprised me considering some of the tight cowls > we're using these days. > > Anyhow, I'm just trying to fix something that ain't broken (yet). > > Thanks! > > ________________________________________________________________________________
From: "G-IANI" <g-iani(at)ntlworld.com>
Subject: Fly (The London Air Show)
Date: Mar 03, 2005
Europa(2004) will be at "Fly" which takes place on Friday to Sunday (8th to 10th April) at Earls Court. Opening hours are from 10.00 to 18.00 Friday and Saturday and 10.00 to 17.00 Sunday. This will be the first major show they have attended and will mark their return to the sale of full kits to new buyers. Due to the limited resources they have available the Europa Club has offered to assist with this sales drive by providing the display aircraft (you will remember G-KITZ has been sold) and helping to man the stand. This is a request for volunteers to help with manning the strand. We would like to provide two people for the period from 11.00 to 17.00 Friday and Saturday and from 11.00 to 16.00 Sunday. With the Europa staff present this should allow everyone time to talk to potential customers and have comfort breaks without feeling too overloaded. (Your other job will be to ensure that the "great unwashed" do not try to walk of with bits of my aircraft which will be on display). For anyone doing three hours or more you will receive a free VIP entry ticket. I have yet to discover what the "VIP" entitles you to. You will also get to meet other Europa builders!!! If you can help us out, please contact me direct. Please give the hours you would be prefer to work and your home address (needed as VIP tickets are sent out by the show organisers direct). I will then try and work out a timetable and contact all who have volunteered. Ian Rickard #505 G-IANI XS Trigear Europa Club Assistant Mods Rep Direct e-mail g-iani(at)ntlworld.com ________________________________________________________________________________
Subject: RE: issues with Rotax 914 voltage regulator/rectifier?
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 03, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Fred, are you sure it is a current limiter device? Usually these blocks just contain a voltage limiter, a big zener so to say. If it is a current limiter it will run cold on low loads and hot on high loads however, and that will change my ideas on wiring the system. Cu, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "David Watts" <dg.watts(at)virgin.net>
Subject: Re: 912S with the Classsic
Date: Mar 03, 2005
Pete I admit that the first time I started the engine this way it did feel like I was running out of hands. However I quickly realised that there was no need to touch the throttle in this process so it is just a case of throttle closed, turn key with second hand on the choke. Once it is turning over nicely, pull the choke and as soon as it fires, let go of the key and flick the switch that activates the second mag. Then move over to the throttle and everything else is as it used to be. Yes it is awkward but it does start nicely and it's a lot less awkward that changing the whole plane to an XS cowling configuration. Dave Watts G-BXDY >From: "Pete Lawless" <pete(at)lawless.info> > Dave - just how many hands have you got?? > From: "David Watts" <dg.watts(at)virgin.net> > I tried a variety of the suggestions being put forward and have settled > on leaving the choke in until the engine is spinning over, then pulling > it out. This has completely solved all the kicking. > > A short while ago I incorporated an extra switch to issolate one mag > whilst starting but that did not cure the kicking until I left the choke > in again. ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: RE: issues with Rotax 914 voltage regulator/rectifier?
Date: Mar 03, 2005
> Fred, are you sure it is a current limiter device? Usually these blocks just contain a voltage limiter, a big zener so to say. If it is a current limiter it will run cold on low loads and hot on high loads however, and that will change my ideas on wiring the system. > > Cu, > Jos Okhuijsen Oops, sorry, but I was referring to a poor connection acting as a current limiter. The "heavy lifting" in the regulator is done by a pair of (assumed; they're house-numbered) SCRs, where one of them shunts incoming AC to ground when output reaches 14V. Thus, the lesser the load, the hotter she should get. However, the circuit design appears such that high loads should also raise the temp of the SCR not doing the shunting during a half cycle (flip-flop style). But one nice thing about it is that it looks fail-safe if an SCR commits hara- kiri. To go into overvoltage, one of several low-current devices, like its reference Zener diode, would have to fail. In a more typical design using SCR(s), when one fails, it's automatic high voltage, but I believe it can run cooler for reduced chances of SCR failure. Reg, Fred F. ________________________________________________________________________________
From: "Cory Emberson" <bootless(at)earthlink.net>
Subject: Builder Feedback Requested for Kitplanes Magazine (Alternative
Engines)
Date: Mar 03, 2005
Hello everyone, I've subscribed (quietly) to this list for a little more than a year, and would like to hear from you if you're a builder who has successfully installed and flown an alternative engine in your plane. I'm writing a builder's roundup for Kitplanes magazine, and am looking for an installation that's flown for a minimum of 150 hours, and is currently flying. For the builders that we profile, the magazine will also be able to pay you $100 for the write-up. We would also need at least 2-3 good photos, including a close-up of the engine and an overall shot of the aircraft. Additional photos would be great, and all photos will be returned. If you have digital photos, it is very important that they be high-resolution, at least 300 dpi. I have a list of specific areas to address if you'd like to participate, but we can handle that off-line. Please feel free to contact me off-line at: cory @ lightspeededit.com (remove the spaces - my anti-spam protection) or reply offline to my list email address. I have a rather short deadline, so if you're able to contact me as soon as you're able, I would greatly appreciate it! Thank you so much! best, Cory Emberson ________________________________________________________________________________
From: "Pete Lawless" <pete(at)lawless.info>
Subject: 912S with the Classsic
Date: Mar 03, 2005
Evening Dave My engine is into Conrad Beal tomorrow to have the sprag clutch sorted. I am a bit miffed about it, as it is only a 912ul with 120 hours on. Will try your method next week when the engine is reinstalled. Intend to look at the larger starter and see what is under the cover. I just wonder if the cover over the end can be cut away a little and reshaped to accommodate the engine mount on the classic. Regards Pete -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of David Watts Subject: Re: Europa-List: 912S with the Classsic Pete I admit that the first time I started the engine this way it did feel like I was running out of hands. However I quickly realised that there was no need to touch the throttle in this process so it is just a case of throttle closed, turn key with second hand on the choke. Once it is turning over nicely, pull the choke and as soon as it fires, let go of the key and flick the switch that activates the second mag. Then move over to the throttle and everything else is as it used to be. Yes it is awkward but it does start nicely and it's a lot less awkward that changing the whole plane to an XS cowling configuration. Dave Watts G-BXDY >From: "Pete Lawless" <pete(at)lawless.info> > Dave - just how many hands have you got?? > From: "David Watts" <dg.watts(at)virgin.net> > I tried a variety of the suggestions being put forward and have > settled on leaving the choke in until the engine is spinning over, > then pulling it out. This has completely solved all the kicking. > > A short while ago I incorporated an extra switch to issolate one mag > whilst starting but that did not cure the kicking until I left the > choke in again. -- Checked by AVG Anti-Virus. -- Checked by AVG Anti-Virus. ________________________________________________________________________________
Date: Mar 04, 2005
From: Jan de Jong <jan.de.jong(at)xs4all.nl>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Very interesting material on the subject (IMO) ... Gilles Thse and Jrme Delamare have tested the Rotax alternator and the Ducati Energia rectifier/regulator and written 3 articles (with another to follow but that hasn't appeared): http://foxpapa.com/rubrique.php3?id_rubrique=138 The first article (alternator) shows: - listing of basic properties - no-load: output voltage (100Vp-p max.), harmonics composition, effective value as a function of rpm - impedance at various stator currents - short circuit: impedance and effective current as a function of rpm (21A max.) - short circuit temperature rise (30 degrees + 17 after stopping - considered ok) The second article (battery) shows: - battery Hawker SBS8, 7.4Ah - discussion of battery role - discharged at 5A for 45 minutes - 40 minutes of recharging at 14.3-14.4V, current starting at 17A The third article (rectifier/regulator) shows: - diode bridge rectified, no load - diode bridge rectified with capacitor, no load - with shunt regulating resistor at max rpm, no load - with shunt regulating transistor at max rpm, no load: dissipates 260W! - with series regulating resistor, worst load, at max rpm - with series regulating transistor, worst load, at max rpm: dissipates 220W! - controlled one polarity thyristor rectification, on-off; hard on the hardware - controlled one polarity thyristor rectification, each wave; this is how it works - (JdJ: and dissipates 80W apparently - see below) - load budget for various conditions The fourth article would likely have reported on the marginal thermal situation of the regulator. Gilles gave a short version on the aeroelectric forum: - regulator dissipates max. 80W, at 240W output - heatsink to sea level ambient air thermal resistance is 2 degrees C/W (measured) - junction to heatsink thermal resistance is 0.3 degrees C/W (estimated) - junction to sea level ambient air thermal resistance is 2.3 degrees C/W (the sum) - so 80W gives a 184 degrees C increase in junction temperature above ambient - 125 degrees C is a reasonable maximum for a semiconductor junction - (JdJ: the maximum I have seen on a datasheet was 175 degrees) - so marginal is hardly the term to use - but moving air helps a lot - with a PC-type fan the 2.3 number changes to 0.8 - so then 80W gives a 64 degrees C increase in junction temperature above ambient My conclusion: A solid state device is extremely reliable if its limits are not exceeded, so that is apparently what we do. Could we not mount the regulator next to the radiators somehow instead of on the firewall. That would guarantee moving air. Four meters of 10awg weigh 200g. The mounting should probably allow the capacitor to join. Can't think of further input. ? Jan de Jong 461, too slow, starting on the wings.. ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: Re: 912S with the Classsic
Date: Mar 03, 2005
Ron, Thanks. Sounds like a great idea. I will pull this out tomorrow and play with it with the ohmeter. Troy Hi Troy, I also have the Bendix type mag/starter switch on my panel but I have used the spare terminal on the back to isolate one mag during starting. The switch was, of course, originally made for the "older technology" engines using traditional mags but that spare terminal does the same job with the Rotax setup. Just make up a short lead (about 4" long) and use it to bridge one of the mag terminals to the spare. I forget which mag (A or B) is timed slightly later than the other but you can try either mag by just switching the leads at the connectors near the mags.>>>>>>>> ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: Re: 912S with the Classsic
Date: Mar 03, 2005
Thanks Dave, Ron and John, It is good to have a wide range of opinions on this forum especially when you can incorperate all of them at once. I can short out one mag with the spare terminal on the switch, not pull the choke til engine is turning fast or maybe not have a problem at all. At least I don't have to change a bunch of stuff. Whew! Troy Maynor N120EU Europa Monowheel Classic Left to finish: Paint,interior,engine install, wiring. Troy, Having installed the 912S after a 1000hrs on the standard 912, I had no real problems with the new engine until the weather turned a bit colder. I tried a variety of the suggestions being put forward and have settled on leaving the choke in until the engine is spinning over, then pulling it out. This has completely solved all the kicking. A short while ago I incorporated an extra switch to issolate one mag whilst starting but that did not cure the kicking until I left the choke in again. However I am sure having both mags off while the engine spins, then bringing one mag in at a time would probably cure the problem and I intend to set up this arrangement shortly when I receive my Airmaster prop to replace the NSI CAP140 and have to rewire the panel anyway. ________________________________________________________________________________
Date: Mar 04, 2005
From: Paul Boulet <possibletodo(at)YAHOO.COM>
Subject: Europa flight training
Hi All; I'm have a bit of trouble finding someone with Europa time that could help transition myself and one other pilot into solo flying my creation. Is there someone out there that would like an expense paid trip to the Phoenix, Arizona area to help us out? The plane was professionally built by Phoenix composites and it's been throughly checked out...first by Kim Prout and on a separate trip by John Hurst. Thanks... Paul Boulet, N914PB; trying to fly off my 40 hours; still need paint, speed kit installation and interior installed ________________________________________________________________________________
From: "Tony Bale" <tony.bale(at)virgin.net>
Subject: Re: Fw: NORTH WEALD Fly In
Date: Mar 04, 2005
Folks, Weather permitting (bit of an issue at the moment) how many of you folks from Europa land are planning on attending on Sunday ? I am with a couple of pals in the Arrow I have a share in, unfortunately the Europa has still to be signed off by the PFA (they want the 2 hour flight redone due to the carb ice she picked up - they didn't bother to tell us until we chased for progress two weeks after submitting the report !!!!) since then the weather has been less than ideal to put it mildly. ATB Tony. ----- Original Message ----- From: "David Joyce" <davidjoyce(at)doctors.org.uk> Subject: Europa-List: 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> > To: "William Mills" ; "Tim Houlihan" > ; "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 > To: Trevor Villa ; Stuart Slater ; Simon leeper ; Roy Abigail ; Roland > 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 Fogg" <bcfogg(at)onetel.com>
Subject: Re: Fly (The London Air Show)
Date: Mar 04, 2005
Ian, Sorry to be a bit delayed replying after last evenings call. Just to confirm that I would be willing to do a couple of three hour stints on Friday & Saturday, I am flexible on the timing just let me know what is convenient. Regards Brian Fogg ----- Original Message ----- From: "G-IANI" <g-iani(at)ntlworld.com> Subject: Europa-List: Fly (The London Air Show) > > Europa(2004) will be at "Fly" which takes place on Friday to Sunday (8th to > 10th April) at Earls Court. Opening hours are from 10.00 to 18.00 Friday > and Saturday and 10.00 to 17.00 Sunday. > > This will be the first major show they have attended and will mark their > return to the sale of full kits to new buyers. > > Due to the limited resources they have available the Europa Club has offered > to assist with this sales drive by providing the display aircraft (you will > remember G-KITZ has been sold) and helping to man the stand. > > This is a request for volunteers to help with manning the strand. We would > like to provide two people for the period from 11.00 to 17.00 Friday and > Saturday and from 11.00 to 16.00 Sunday. With the Europa staff present this > should allow everyone time to talk to potential customers and have comfort > breaks without feeling too overloaded. (Your other job will be to ensure > that the "great unwashed" do not try to walk of with bits of my aircraft > which will be on display). > > For anyone doing three hours or more you will receive a free VIP entry > ticket. I have yet to discover what the "VIP" entitles you to. You will > also get to meet other Europa builders!!! > > If you can help us out, please contact me direct. Please give the hours you > would be prefer to work and your home address (needed as VIP tickets are > sent out by the show organisers direct). I will then try and work out a > timetable and contact all who have volunteered. > > > Ian Rickard #505 G-IANI XS Trigear > Europa Club Assistant Mods Rep > Direct e-mail g-iani(at)ntlworld.com > > ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Date: Mar 05, 2005
<> Do we need to? Mine is mounted on the firewall close to the air (exit) vent. A temperature label stuck to hte body of the regulator has read a maximum temp. of 70C in 200 hours of service; and this was probably during heat soak after shutdown or during a long taxiing hold, when the regulator would have little to do. It's agreed that mounting the regulator close to the exhaust headers (numerous examples of this are around) gives little chance of survival.. Duncan McF. ----- Original Message ----- From: "Jan de Jong" <jan.de.jong(at)xs4all.nl> Subject: Re: Europa-List: issues with Rotax 914 voltage regulator/rectifier? > > Very interesting material on the subject (IMO) ... > Gilles Thse and Jrme Delamare have tested the Rotax alternator and > the Ducati Energia rectifier/regulator and written 3 articles (with > another to follow but that hasn't appeared): > http://foxpapa.com/rubrique.php3?id_rubrique=138 > > The first article (alternator) shows: > - listing of basic properties > - no-load: output voltage (100Vp-p max.), harmonics composition, > effective value as a function of rpm > - impedance at various stator currents > - short circuit: impedance and effective current as a function of rpm > (21A max.) > - short circuit temperature rise (30 degrees + 17 after stopping - > considered ok) > > The second article (battery) shows: > - battery Hawker SBS8, 7.4Ah > - discussion of battery role > - discharged at 5A for 45 minutes > - 40 minutes of recharging at 14.3-14.4V, current starting at 17A > > The third article (rectifier/regulator) shows: > - diode bridge rectified, no load > - diode bridge rectified with capacitor, no load > - with shunt regulating resistor at max rpm, no load > - with shunt regulating transistor at max rpm, no load: dissipates 260W! > - with series regulating resistor, worst load, at max rpm > - with series regulating transistor, worst load, at max rpm: dissipates > 220W! > - controlled one polarity thyristor rectification, on-off; hard on the > hardware > - controlled one polarity thyristor rectification, each wave; this is > how it works > - (JdJ: and dissipates 80W apparently - see below) > - load budget for various conditions > > The fourth article would likely have reported on the marginal thermal > situation of the regulator. > Gilles gave a short version on the aeroelectric forum: > - regulator dissipates max. 80W, at 240W output > - heatsink to sea level ambient air thermal resistance is 2 degrees C/W > (measured) > - junction to heatsink thermal resistance is 0.3 degrees C/W (estimated) > - junction to sea level ambient air thermal resistance is 2.3 degrees > C/W (the sum) > - so 80W gives a 184 degrees C increase in junction temperature above > ambient > - 125 degrees C is a reasonable maximum for a semiconductor junction > - (JdJ: the maximum I have seen on a datasheet was 175 degrees) > - so marginal is hardly the term to use > - but moving air helps a lot - with a PC-type fan the 2.3 number changes > to 0.8 > - so then 80W gives a 64 degrees C increase in junction temperature > above ambient > > My conclusion: > A solid state device is extremely reliable if its limits are not > exceeded, so that is apparently what we do. > Could we not mount the regulator next to the radiators somehow instead > of on the firewall. That would guarantee moving air. Four meters of > 10awg weigh 200g. The mounting should probably allow the capacitor to > join. Can't think of further input. > ? > > Jan de Jong > 461, too slow, starting on the wings.. > > ________________________________________________________________________________
From: DuaneFamly(at)aol.com
Date: Mar 05, 2005
Subject: Fin Comm Ant.
Good day All, Just a quick question on the length of the Comm ant. installed in the tail fin. From all the archive threads that I have read, the length of 1.9259 feet seems to be a good number. But, is that then cut in half with the coax center connected to one side and the coax shield connected to the other? Or is it left whole for the center conductor and an equal length added to the other side for the shield? Thanks in advance for any input. Mike Duane A207 Redding, California XS Conventional Gear Just about to put the top on but still finding little things to do before that. ________________________________________________________________________________
From: MJKTuck(at)cs.com
Date: Mar 05, 2005
Subject: Transponder RF connector
Hi Folks, I'm in the process of hooking up a Garmin 327 transponder. The instructions show the cable going into one of those 90 degree BNC RF connectors where you solder the inner cable onto the male pin, put a little U-shaped 50 ohm match bushing inside and then put the cap on. The shielding is then soldered to the casing. The problem is this type of connector wasn't supplied and the one I got from Aircraft Spruce (the only one they do apparently) is a simple straight BNC connector with the shielding crimped on the end (i.e. no u-shaped bushing). Do I need to get a BNC connector like they show in the manual or will the regular one work just as well? Regards, Martin Tuck N152MT Wichita, Kansas ________________________________________________________________________________
From: "Michael Grass" <M.Grass(at)comcast.net>
Subject: Re: Transponder RF connector
Date: Mar 05, 2005
Hi Martin, as long as you do not have to make a sharp bend in your coax cable, a straight connector is a good choice. Actually I would prefer a straight connector over the 90 deg type. The HF signal does not like a sharp change of direction. Michael Grass A266 TriGear ----- Original Message ----- From: <MJKTuck(at)cs.com> Subject: Europa-List: Transponder RF connector > > Hi Folks, > > I'm in the process of hooking up a Garmin 327 transponder. The > instructions > show the cable going into one of those 90 degree BNC RF connectors where > you > solder the inner cable onto the male pin, put a little U-shaped 50 ohm > match > bushing inside and then put the cap on. The shielding is then soldered to > the > casing. > > The problem is this type of connector wasn't supplied and the one I got > from > Aircraft Spruce (the only one they do apparently) is a simple straight BNC > connector with the shielding crimped on the end (i.e. no u-shaped > bushing). > > Do I need to get a BNC connector like they show in the manual or will the > regular one work just as well? > > Regards, > Martin Tuck > N152MT > Wichita, Kansas > > > ________________________________________________________________________________
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Re: Fin Comm Ant.
Date: Mar 05, 2005
Mike I used the RST Engineering kit for my antennas. They are the .5" copper tape type. I glassed over them on inside of the fus and tail. The COM is 20.3" on each leg and "V"ed at 10 to 30 degrees. I think it makes a little bit of different in the length depending on how they are laid out in relation to each other. There are 3 Ferrite Balun over the coax at the antenna end. Mine seem to work well in all directions of flight. Cliff Shaw 1041 Euclid ave. Edmonds, WA 98020 425 776 5555 http://www.europaowners.org/WileE ----- Original Message ----- From: <DuaneFamly(at)aol.com> Subject: Europa-List: Fin Comm Ant. > > Good day All, > > Just a quick question on the length of the Comm ant. installed in the tail > fin. From all the archive threads that I have read, the length of 1.9259 > feet > seems to be a good number. But, is that then cut in half with the coax > center > connected to one side and the coax shield connected to the other? Or is it > left whole for the center conductor and an equal length added to the > other side > for the shield? > > Thanks in advance for any input. > > Mike Duane A207 > Redding, California > XS Conventional Gear > Just about to put the top on but still finding little things to do before > that. > > > ________________________________________________________________________________
From: "Paul McAllister" <paul.mcallister(at)qia.net>
Subject: Re: Fin Comm Ant.
Date: Mar 05, 2005
Hi Mike, I went with the Bob Archer antenna in the fin, the main reason being that it would be much more robust than a copper foil one. The antenna is an E shape and its pretty tricky to get in to fit in the fin area, but with some fiddling around you can get it in the right spot. I haven't had any comms problems with this antenna. Paul ________________________________________________________________________________
From: <beecho(at)beecho.org>
Subject: Europa flight training
Date: Mar 05, 2005
Hi Paul No reply from Bob. If he received the email he, unlike Kim, would not fail to respond. Soo, either he didn't get it, is traveling, or is thinking about it... Have you read Faa AC 90-89A? 99 pages of well done stuff about flight testing, first flights, check lists, etc. You can down load it at www.faa.gov. If we don't find someone to transition us, I plan to test fly my own. Jacobsen did his. The FAA guide talks of using long runways, lifting off a few feet and then landing. Sounds ok. Tom -----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: Europa flight training Hi All; I'm have a bit of trouble finding someone with Europa time that could help transition myself and one other pilot into solo flying my creation. Is there someone out there that would like an expense paid trip to the Phoenix, Arizona area to help us out? The plane was professionally built by Phoenix composites and it's been throughly checked out...first by Kim Prout and on a separate trip by John Hurst. Thanks... Paul Boulet, N914PB; trying to fly off my 40 hours; still need paint, speed kit installation and interior installed advertising on the Matronics Forums. -- Checked by AVG Anti-Virus. -- Checked by AVG Anti-Virus. ________________________________________________________________________________
Date: Mar 05, 2005
From: Paul Boulet <possibletodo(at)YAHOO.COM>
Subject: Europa flight training
Thanks Tom. Yeah...I think I'm close to flying myself without any instruction. I might take an hour or so of dual in a Citabria just to bone up on my taildragger skills and also work on getting that tail down immediately. It seems like you pretty much have to stall the Europa into a landing so as to get that tailwheel down, not balloon, and of course not unicycle (can you spell groundloop) the plane. I'm in Las Vegas next weekend for a wedding...perhaps the following weekend I can go... thanks again for chatting with me about this Paul --- beecho(at)beecho.org wrote: > > > Hi Paul > > No reply from Bob. If he received the email he, > unlike Kim, would not fail > to respond. Soo, either he didn't get it, is > traveling, or is thinking > about it... > > Have you read Faa AC 90-89A? 99 pages of well done > stuff about flight > testing, first flights, check lists, etc. You can > down load it at > www.faa.gov. > > If we don't find someone to transition us, I plan to > test fly my own. > Jacobsen did his. The FAA guide talks of using long > runways, lifting off a > few feet and then landing. Sounds ok. > > Tom > > -----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: Europa flight training > > > > > > Hi All; > > I'm have a bit of trouble finding someone with > Europa time that could help > transition myself and one other pilot into solo > flying my creation. Is > there someone out there that would like an expense > paid trip to the Phoenix, > Arizona area to help us out? The plane was > professionally built by Phoenix > composites and it's been throughly checked > out...first by Kim Prout and on a > separate trip by John Hurst. > > Thanks... Paul Boulet, N914PB; trying to fly off my > 40 hours; still need > paint, speed kit installation and interior installed > > > advertising on the Matronics Forums. > > > -- > Checked by AVG Anti-Virus. > > > -- > Checked by AVG Anti-Virus. > > > > 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 > > > > > > ________________________________________________________________________________
Date: Mar 06, 2005
From: Jan de Jong <jan.de.jong(at)xs4all.nl>
Subject: Re: issues with Rotax 914 voltage regulator/rectifier?
Duncan, ><of on the firewall. >> > >Do we need to? Mine is mounted on the firewall close to the air (exit) vent. >A temperature label stuck to hte body of the regulator has read a maximum >temp. of 70C in 200 hours of service; and this was probably during heat soak >after shutdown or during a long taxiing hold, when the regulator would have >little to do. > > Yes, there may be easier ways to get some moving air, but I think some moving air is needed. >It's agreed that mounting the regulator close to the exhaust headers >(numerous examples of this are around) gives little chance of survival.. > One can easily be lucky for quite a while (not accusing you of this - you measure) without being safe. The worst dissipation of 80W probably only happens, in most cases, when the battery is repleted fast after cranking. The heat capacity of the heatsink smoothes out the effect of such short term excesses. To attempt an estimate of this for the still air case: - specific heat for aluminium is 0.9 J/gK, - heatsink mass is 100g (just a guess), - then heat capacity is 90J/K. - this in parallel with a thermal resistance of 2K/W gives a relaxation time of 1131 seconds (2 x 90 x 2 x pi). So it takes about 19 minutes for the junction temperature to attain 2/3 of its final temperature rise, from the onset of a certain constant dissipation (I am neglecting the 0.3K/W series resistance). A 1/3 rise takes about 8 minutes, a 40% rise 10 minutes. For 80W - with a final temperature increase of 184 degrees C - 10 minutes gets you up to 75 degrees C above ambient. If then dissipation drops to 32W or below the junction temperature will rise no further and everything will still be fine - even in still air. If, on the other hand,... Jan de Jong ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 06, 2005
Subject: Re: Fin Comm Ant.
In a message dated 3/6/2005 2:12:43 AM Central Standard Time, paul.mcallister(at)qia.net writes: The antenna is an E shape and its pretty tricky to get in to fit in the fin area, but with some fiddling around you can get it in the right spot. I haven't had any comms problems with this antenna. Hi Paul. I'm thinking about the Bob Archer antenna for my plane. Care to elaborate on your "pretty tricky" comment? Thanks! Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
From: JEFF ROBERTS <jeff(at)rmmm.net>
Subject: Re: Fin Comm Ant.
Date: Mar 06, 2005
Brian, I to used the Archer antenna. It is easy you just ned to fit in and make the ribs fit over it. The only trick is making sure the ribs don't run horizontal where the horizontal part of the antenna is. The ribs fit over the vertical part of the antenna fine because that part is only about an inch and a half long vertically. Just start it and you'll see how to do it as with most of the things we worry about. Jeff A258 Continuing to prepare for the pain shop. On Mar 6, 2005, at 7:14 PM, EuropaXSA276(at)aol.com wrote: > > In a message dated 3/6/2005 2:12:43 AM Central Standard Time, > paul.mcallister(at)qia.net writes: > The antenna is an E shape > and its pretty tricky to get in to fit in the fin area, but with some > fiddling around you can get it in the right spot. I haven't had any > comms > problems with this antenna. > > Hi Paul. I'm thinking about the Bob Archer antenna for my plane. > Care to > elaborate on your "pretty tricky" comment? Thanks! > > 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: FW: Baltics States Tour to include Scandinavian Rallys Auschwitz
and Colditz Castle visits.......
Date: Mar 07, 2005
Hi! All interested parties. After careful consideration Ivor Phillips and I have decided to publish our intended Baltic Sates tour and invite other interested parties to join the tour. Basically the tour is to encompass the Barkaby (Stockholm) Rally, the Danish Rally (Stauning) with the German Rally (Stade) on the way back with the week between used for a circular number of stops and "stop-overs" North to South down the Eastern Baltic States. To put a little more flesh on the bones .June 2nd... Fly out via Lellystad with a stop-over at Kristianstad or Malmo (Cheap fuel in Sweden!) to Barkaby Rally pm. Friday 3rd June (Subject to favourable weather predictions this could be shortened to a Friday Fly Out getting to Barkaby in the day, but everything will need to go like clockwork with a very early departure and advance payments and own top up fuel and pre-submitted flight plans from say Southend which is open operationally early but no admin. for collecting paymnents on the day.) Stopping over Friday night and Saturday nights in Stockholm. Sunday 5th June could be used for a trip to Visby(Air museum Gotland Island.) Probably a "stop-over"... Visby is an interesting walled city of considerable historical Estonian influence on Sweden. OR a trip into Stockholm City with various Ferry trips out to the inner reaches of the archipelago and even the possibility of a visit to the Wasa (Man of War Ship) Museum or even the Maritime Museum. (Stockholm isn't cheap and it's not in the Euro! It has a great Irish Pub!) And/OR Sunday /Monday across the Swedish and Finnish Archepelegos for lunch in Mariehamn (Finland) and onwards to Tallinn (Estonia to sample the night scene"! If it's that good Tuesday as well !) continuing ... .. via Riga (Latvia) and Vilnus (Lithuania) I'm wanting input for "things to visit here" other than to have just "called in" for fuel and documentation. continuing to....Krakow (Poland visit to Austwitch) and...onwards to Colditz for a Castle tour on Thursday 9th June (BTW we won't get to see the "Glider Room" because of safety problems although there's a 1/3rd scale model which was donated to the castle after a 1993 documentary. However from the terrace, the route taken by the glider down to the below meadow can be seen.) and then ... back up Denmark to Stauning for their Rally Friday 10th June. They usually have a Friday night "bash". We hope to have a group departure built into their Display schedule for pm on Saturday 11th to get to the Stade Rally (Germany) over-night with them and... back to the UK on Sunday 12th (all weather permitting of course) We have no intention of making advance accommodation bookings (half decent taxi drivers should be able to fix suitable venues!) otherwise particularly at the Rally's, as ever, its my intention to camp! At all times it remains the Pilot in Command responsibility on decisions to fly concerning weather, aircraft condition and suitability. At times it may well be possible to file multiple loose formation flight plans but again the PIC of each aircraft will be responsible for his own routing and observance of communications and Insurances including his passengers. We will be pleased to receive tentative statements of intent with full contact details and obviously with some firm commitment soon to follow. As particulars of the tour and the group develop... I have had good communications with the Colditz people (http://www.schlosscolditz.com or search COLDITZ on Google) and there is a wealth of information on Auschwitz Birkenau (http://www.escape2Poland.co.uk <http://www.escape2poland.co.uk/> ) These parts of the trip for me will provide an ultimate reminder, as did my trip to the Hiroshima Peace Museum, lest we should forget those who paid the ultimate sacrifice in the 60th anniversary year of the end of WWII since there are some in Europe who seem to deny who and what took place. I will circulate additional relevant information as it becomes available. We currently have 5 aircraft enrolled. Regards BOB Harrison G-PTAG Robt.C.Harrison ________________________________________________________________________________
From: "Vaughn Teegarden" <N914VA(at)starband.net>
Subject: Fin com antenna
Date: Mar 06, 2005
clamav-milter version 0.80j on heru-ur I have installed the antennas from Advanced Aircraft Electronics. Their ad reads good. Has anyone else used them? Their web address is: http://www.advancedaircraft.com/ Vaughn Teegarden N914VA-Still chipping away-Venus is in there somewhere ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: Fin Comm Ant.
Date: Mar 06, 2005
All antenna designs are compromises of one thing vs. another. A straight dipole isn't 50 ohms; Archer's antenna appears to of the type that solves the balun problem; 1.1:1 VSWR at mid-band is nice, but if you need performance at 118.5 like our nearby control tower, you need broadband. Anyway, here's yet another version with copper tape, with claimed broadband performance and natural 50 ohms impedance: http://www.express-aircraft.com/antenna_design.htm It comes out shorter that a straight dipole. Needs the ferrite beads, though. Be cautious about user reports w/o the details of what metal is or is not nearby. I have an MFJ antenna analyzer, and it's been educational to suspend different designs well above the ground and see what happens on the MFJ when things mimicking wiring or control system items are introduced within 2-3 feet of the tips. I tested a friend's Archer antenna setup, the one that's supposed to work in a fiberglass fairing on a metal airplane. Disaster -- VSWR and impedance was OK, but complete nulls in the pattern off the sides of the aircraft. Reg, Fred F. ________________________________________________________________________________
Subject: Re: Fin Comm Ant.
Date: Mar 07, 2005
From: "Jos Okhuijsen" <josok-e(at)ukolo.fi>
As Fred says, optimized antennas will be worse on other frequencies, and or be more likely influenced by not perfect conditions in or on the airframe. The simple copper tape from the manual is exactly what a comm antenna should be. Stick it on the belly and make it a bit longer and you have the perfect vor antenna. No cables near the tips then. Sounds strange maybe, but a few bucks here are better then 100 $+, whatever nice websites and good salesfolk may tell you. Regards, Jos Okhuijsen ________________________________________________________________________________
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Tour de France 18-25 June 2005
Date: Mar 07, 2005
I have now set definite dates of Saturday 18 June to Sat 25 June for this year's 'Tour de France'. This is later than my initial plan to allow reasonable separation from the Baltics trip (now fixed for 3-12/6). The rest of my previous email 'flyer' (below) stands. Anyone interested please contact me. I am proposing to set a limit of 8 planes because of the possibility of overwhelming the local tourist accommodation, but exceptions could be made for those intending to camp. Start point will be Kemble for those wanting help but old hands can make their own way into France. Details of the chosen itinerary will follow in due course to those who have expressed an interest. Regards, David Joyce, G-XSDJ ----- Original Message ----- > > > 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 included one 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. 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: TELEDYNMCS(at)aol.com
Date: Mar 07, 2005
Subject: Re: Europa-List Digest: 7 Msgs - 03/06/05
In a message dated 3/7/2005 4:10:32 AM Eastern Standard Time, europa-list-digest(at)matronics.com writes: > I have installed the antennas from Advanced Aircraft Electronics. Their ad > reads > good. Has anyone else used them? Hi Vaughn, I've installed an Advanced Aircraft Electronics Com and transponder antennas. Preliminary range tests using my handheld com radio on the com antenna show it works quite well, although I've yet to fly with it. Using my sweep generator I've also done some crude range testing on the transponder antenna and it appears to radiate well also, although I've only been able to test it at about 3 watts ERP because that is all my sweep generator is capable of producing. The com is installed on the rear of the tailpost and I cut about a 1" square hole in the tailpost to allow the connector housing on the antenna to pass through the tailpost. This way if it ever fails all I'll need to do is remove the rudder to get at it. The transponder antenna is installed on the side of the fuselage about 2 feet in front of the rear bulkhead on the right side. Both antennae are vertically polarized, so they both are installed vertically. I reduxed the transponder antenna to a piece of balsa wood, then sanded the balsa to fit the curve of the side of the fuselage and reduxed it in place. The com antenna is stuck on with silicone. I've performed sweep testing on both antennae and the VSWR is pretty flat on the com antenna across the com band and averages 1.8 across the band. The transponder antenna shows a VSWR of 1.2 at 1090 Mhz, so it should work well also. The big problem with the transponder was the cable requirement for my Garmin transponder. They require that the line loss not be more than 1.5 dB at 1090 Mhz. I found a company who would make a low loss phased cable, but it wasn't cheap. The quality of the Advanced Aircraft products is excellent and I originally ordered a com antenna with a 90 degree connector on it, but later realized that I needed the straight connector version. They swapped it out at no charge and even paid the return shipping. Nice folks to deal with! Regards, John Lawton Dunlap, TN A-245 (Soon to be N245E. Working on installing heat shielding on the firewall and footwells today.) ________________________________________________________________________________
Date: Mar 07, 2005
From: "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us>
Subject: 914 Instructional Video, Service manual
Anyone know of a Instructional Video for a Rotax 914? I downloaded a lot of information for 914, Manuals, Bulletins, Instructions and Letters. Unless you read and compile everything, you will miss some very important stuff, like the latest and greatest way to vent (Prime) the oiling system. In addition there are things that are not exact clear, like when changing oil, do you need to drain also the oil return Banjo? Do you need to vent (Prime) the oil system when changing the oil? Anyway, does anyone know of a maintenance manual for a 914 that has the majority of real world maintenance and real world problems in a user friendly format? thx. Ron Parigoris ________________________________________________________________________________
Date: Mar 07, 2005
From: "Ronald J. Parigoris" <rparigor(at)suffolk.lib.ny.us>
Subject: 914 Too lean at 115%??
I have been reading on plenty of Rotax 914 technical information. I read through changes in the airbox. When running motor at 100% power or below, the carburetor float bowls are vented to the airbox in such a way that the float bowls are seeing airbox pressure. Now when you apply over 100% power, there is a 3 way solenoid that opens and in fact plumbs the float bowls to an area in the airbox that is receiving impact pressure, thus applies more than airbox pressure to the float bowls and makes the motor run richer. OK I understand and like this. On earlier airboxes Rotax wants you to adjust the impact nipple to a position that will not allow the motor to run too lean. They instruct you to measure the Carbon Monoxide on all cylinders and they want you to adjust the lowest cylinder by turning the impact nipple till you get to between 4 and 6 % CO. I understand what they are trying to accomplish, find the lean cylinder and make sure it is not too lean.. How do you measure in flight carbon Monoxide? Can you somehow substitute EGT for it?? The new style impact nipple supposedly comes installed in a optimum position and Rotax says no need to mess with it, unless you modify the intake tract. Then you need to monitor CO and make sure nobody is too lean. OK I have a Intercooler, that is going to modify intake tract, how do I measure? Thx. Sincerely Ron Parigoris BTW seeing just how adding more pressure over airbox richens mixture, applying less pressure would lean it. A controlled leak with a needle valve and EGT for higher altitude ops? ________________________________________________________________________________
From: DvdPar(at)aol.com
Date: Mar 07, 2005
Subject: Re: Crossland Moor Strip.
Ring Lancs Aero Club Barton they will know Dave Park ________________________________________________________________________________
From: SPurpura(at)aol.com
Date: Mar 07, 2005
Subject: Re: 914 Instructional Video, Service manual
TRY LOCKWOOD AVIATION. SAM N77EU ________________________________________________________________________________
From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no>
Subject: Oil temp sender: Cable terminal?
Date: Mar 08, 2005
My Rotax 912S has a VDO oil temp sender with a peculiar contact point for the cable to the instrument (in my case Grand Rapids EIS): A thin 1/4" disk on a short pin, all made of brass. The Rotax dealer here has in vain tried to source the cable terminal for those not using Skydat (where it comes with the set), and the VDO importer does not recognize the sender among VDO's products (!). Anyone who knows what type of terminal should be used to connect the instrument cable to this sender, and where I can buy it? Regards, Svein A225 - XS Trigear - now in Norway ________________________________________________________________________________
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: FW: Time for a laugh
Date: Mar 08, 2005
All too rarely, airline attendants make an effort to make the in-flight "safety lecture" and announcements a bit more entertaining. Here are some real examples that have been heard or reported: On a Southwest flight (SW has no assigned seating, you just sit where you want) passengers were apparently having a hard time choosing, when a flight attendant announced, "People, people we're not picking out furniture here, find a seat and get in it!" ----------------------- On a Continental Flight with a very "senior" flight attendant crew, the pilot said, "Ladies and gentlemen, we've reached cruising altitude and will be turning down the cabin lights. This is for your comfort and to enhance the appearance of your flight attendants." ------------------------ On landing, the stewardess said, "Please be sure to take all of your belongings. If you're going to leave anything, please make sure it's something we'd like to have." ------------------------ There may be 50 ways to leave your lover, but there are only 4 ways out of this airplane" ----------------------- "Thank you for flying Delta Business Express. We hope you enjoyed giving us the business as much as we enjoyed taking you for a ride." --------------------------- As the plane landed and was coming to a stop at Ronald Reagan, a lone voice came over the loudspeaker: "Whoa, big fella. WHOA!" ------------------------- After a particularly rough landing during thunderstorms in Memphis, a flight attendant on a Northwest flight announced, "Please take care when opening the overhead compartments because, after a landing like what, sure as hell everything has shifted." ----------------------- From a Southwest Airlines employee: "Welcome aboard Southwest Flight 245 to Tampa. To operate your seat belt, insert the metal tab into the buckle, and pull tight. It works just like every other seat belt; and, if you don't know how to operate one, you probably shouldn't be out in public unsupervised." --------------------- "In the event of a sudden loss of cabin pressure, masks will descend from the ceiling. Stop screaming, grab the mask, and pull it over your face. If you have a small child traveling with you, secure your mask before assisting with theirs. If you are traveling with more than one small child, pick your favorite." ----------------------- Weather at our destination is 50 degrees with some broken clouds, but we'll try to have them fixed before we arrive. Thank you, and remember, nobody loves you, or your money, more than Southwest Airlines." ------------------------ "Your seat cushions can be used for flotation; and, in the event of an emergency water landing, please paddle to shore and take them with our compliments." ----------------------- "As you exit the plane, make sure to gather all of your belongings, Anything left behind will be distributed evenly among the flight attendants.. Please do not leave children or spouses." --------------------------- And from the pilot during his welcome message: "Delta Airlines is pleased to have some of the best flight attendants in the industry, Unfortunately, none of them are on this flight!" ----------------------------- Heard on Southwest Airlines just after a very hard landing in Salt Lake City: The flight attendant came on the intercom and said, "That was quite a bump, and I know what y'all are thinking. I'm here to tell you it wasn't the airline's fault, it wasn't the pilot's fault, it wasn't the flight attendant's fault, it was the asphalt." ------------------------------ Overheard on an American Airlines flight into Amarillo, Texas, on a particularly windy and bumpy day: During the final approach, the Captain was really having to fight it. After an extremely hard landing, the Flight Attendant said, "Ladies and Gentlemen, welcome to Amarillo. Please remain in your seats with your seat belts fastened while the Captain taxis what's left of our airplane to the gate!" --------------------- Another flight attendant's comment on a less than perfect landing: "We ask you to please remain seated as Captain Kangaroo bounces us to the terminal." --------------------- An airline pilot wrote that on this particular flight he had hammered his ship into the runway really hard. The airline had a policy which required the first officer to stand at the door while the Passengers exited, smile, and give them a "Thanks for flying our airline." He said that, in light of his bad landing, he had a hard time looking the passengers in the eye, thinking that someone would have a smart comment. Finally everyone had gotten off except for a little old lady walking with a cane. She said, "Sir, do you mind if I ask you a question?" "Why, no, Ma'am," said the pilot. "What is it?" The little old lady said, "Did we land, or were we shot down?" ------------------- After a real crusher of a landing in Phoenix, the attendant came on with, "Ladies and Gentlemen, please remain in your seats until Capt, Crash and the Crew have brought the aircraft to a screeching halt against the gate. And, once the tire smoke has cleared and the warning bells are silenced, we'll open the door and you can pick your way through the wreckage to the terminal." ------------------ Part of a flight attendant's arrival announcement: "We'd like to thank you folks for flying with us today. And, the next time you get the insane urge to go blasting through the skies in a pressurized metal tube, we hope you'll think of US Airways." --------------- Heard on a Southwest Airline flight. "Ladies and gentlemen, if you wish to smoke, the smoking section on this airplane is on the wing and if you can light 'em, you can smoke 'em." ---------------- A plane was taking off from Kennedy Airport. After it reached a comfortable cruising altitude, the captain made an announcement over the intercom, "Ladies and gentlemen, this is your captain speaking, Welcome to Flight Number 293, nonstop from New York to Los Angeles, The weather ahead is good and, therefore, we should have a smooth and uneventful flight. Now sit back and relax... OH, MY GOD!" Silence followed, and after a few minutes, the captain came back on the intercom and said, "Ladies and Gentlemen, I am so sorry if I scared you earlier. While I was talking to you, the flight attendant accidentally spilled a cup of hot coffee in my lap. You should see the front of my pants!" A passenger in Coach yelled, "That's nothing. You should see the back of mine!" ________________________________________________________________________________
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Re: Oil temp sender: Cable terminal?
Date: Mar 08, 2005
http://www.42draftdesigns.com/tech.htm Go to this link I found (using GOOGLA) and scroll down a couple times. Cliff Shaw 1041 Euclid ave. Edmonds, WA 98020 425 776 5555 http://www.europaowners.org/WileE ----- Original Message ----- From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no> Subject: Europa-List: Oil temp sender: Cable terminal? > > > My Rotax 912S has a VDO oil temp sender with a peculiar contact point for > the cable to the instrument (in my case Grand Rapids EIS): A thin 1/4" > disk on a short pin, all made of brass. The Rotax dealer here has in > vain tried to source the cable terminal for those not using Skydat (where > it comes with the set), and the VDO importer does not recognize the sender > among VDO's products (!). > > Anyone who knows what type of terminal should be used to connect the > instrument cable to this sender, and where I can buy it? > > Regards, > Svein > A225 - XS Trigear - now in Norway > > > ________________________________________________________________________________
From: NevEyre(at)aol.com
Date: Mar 08, 2005
Subject: Re: Oil temp sender: Cable terminal?
Hi Svein, The terminal for the VDO gauge takes a standard 1/4'' female LUCAR connector, pushed on sideways [sounds funny, but true !] Cheers, Nev. ________________________________________________________________________________
From: "simon miles" <simon.miles(at)skynet.be>
Subject: Recommended towing and jacking points
Date: Mar 08, 2005
My Tri-gear is due to be moved from the workshop to its hangar next weekend. I need to lift the nose-wheel by about 12" or 30cm to reduce the overall height of the aeroplane so it will fit through the door of the workshop - is there a preferred jacking point to do this? In addition, is there a preferred towing point (or pushing point) to get it up the ramp from the workshop to the road. There will be four of us to do the pushing/pulling (I hope - the weather forecast is for snow on Saturday...) Simon Miles Tri-gear #508, Rotax 912S, Airmaster propeller. ________________________________________________________________________________
From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no>
Subject: Re: Oil temp sender: Cable terminal?
Date: Mar 08, 2005
Thank you, all, for the replies. How can such an apparently intricate "thing" have such a simple solution?! My thought was to use such a standard female connector, which I would probably have done if it were in my boat, but it just looked so out-of-place on that fancy sender end, and in an airplane. Anyway, the simpler, the better - just hope the connector stays on when the engine vibrates. Again, thank you very much! Regards, Svein A225 - XS Trigear - now in Norway ________________________________________________________________________________
From: "Carl Pattinson" <carl(at)flyers.freeserve.co.uk>
Subject: Re: Oil temp sender: Cable terminal?
Date: Mar 08, 2005
Just make sure the leads cant vibrate as this will cause fluctuations in the readings especially if you are using digital instruments. WE had a problem with this about 6 months ago. Played havoc with the readings till we found the cause. ----- Original Message ----- From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no> Subject: Re: Europa-List: Oil temp sender: Cable terminal? > > > Thank you, all, for the replies. How can such an apparently intricate > "thing" have such a simple solution?! My thought was to use such a > standard > female connector, which I would probably have done if it were in my boat, > but it just looked so out-of-place on that fancy sender end, and in an > airplane. Anyway, the simpler, the better - just hope the connector stays > on when the engine vibrates. > > Again, thank you very much! > > Regards, > Svein > A225 - XS Trigear - now in Norway > > > ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Recommended towing and jacking points
Date: Mar 08, 2005
Hi! Simon One guy leans over the rear of the empennage to hold the tail down, that gets the nose up. or he can press on one side of the torque tube which keeps his feet on the floor so he can do some directional steering. Two more guys each pull on the front of the door jambs. Fourth one pulls on the prop. close to the spinner only. 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 simon miles Subject: Europa-List: Recommended towing and jacking points My Tri-gear is due to be moved from the workshop to its hangar next weekend. I need to lift the nose-wheel by about 12" or 30cm to reduce the overall height of the aeroplane so it will fit through the door of the workshop - is there a preferred jacking point to do this? In addition, is there a preferred towing point (or pushing point) to get it up the ramp from the workshop to the road. There will be four of us to do the pushing/pulling (I hope - the weather forecast is for snow on Saturday...) Simon Miles Tri-gear #508, Rotax 912S, Airmaster propeller. ________________________________________________________________________________
From: "Steve Crimm" <steve.crimm(at)stephenscott.com>
Subject: Aircraft Winching
Date: Mar 08, 2005
Flight, I am considering getting an electric strap winch to assist in loading my monowheel onto it's trailer. For those who utilize a winch I have these questions: 1. Where do you attach the winch strap/cable to the aircraft so it doesn't damage the aircraft? 2. What type of attachment do you use if you pull using the landing gear? 3. Are there any secrets learner from experience that will assist me in setting up a winch on my trailer? Thanks, Steve Crimm A058 N15JN ________________________________________________________________________________
From: "Steve Hagar" <hagargs(at)earthlink.net>
Subject: Aircraft Winching
Date: Mar 09, 2005
Steve: I winch the monowheel tail first up on the trailer. I have made a lanyard out of aircraft cable with 2 loops on it to slip over the axel extensions on the tailwheel. The aircraft cg is very far forward without the wings and tail installed. I have had the aircraft nose over when going down the ramp when paying out the strap too fast and then trying to stop the motion too fast. My trailer is a dual axel flatbed. I made an exension over the tongue area to install the winch and to give a place for the tailwheel to go. The ramp has a good incline to it as the flatbed is typically higher than the rail type trailers. I went with a flatbed to offer a degree of protection that the rail trailers do not offer. The traffic here is horrendous, I don't trust the aircraft on a small trailer on the roads out here. Steve Hagar N40 SH A143 Mesa, AZ Steve Hagar hagargs(at)earthlink.net > [Original Message] > From: Steve Crimm <steve.crimm(at)stephenscott.com> > To: > Date: 3/8/2005 7:45:36 PM > Subject: Europa-List: Aircraft Winching > > > Flight, > > I am considering getting an electric strap winch to assist in loading my > monowheel onto it's trailer. For those who utilize a winch I have these > questions: > > 1. Where do you attach the winch strap/cable to the aircraft so it doesn't > damage the aircraft? > > 2. What type of attachment do you use if you pull using the landing gear? > > 3. Are there any secrets learner from experience that will assist me in > setting up a winch on my trailer? > > Thanks, > > Steve Crimm > A058 > N15JN > > ________________________________________________________________________________
From: "MR!PAUL MITCHELL" <paul.mitchell2(at)homecall.co.uk>
Subject: Controlled air space article
Date: Mar 09, 2005
Gents, Some time last year I remember reading an article in ??? magazine (This is the question) where two guys of very different experience had flown a set route round Southern England, asking for and mostly getting crossing clearance for Southampton, London city, Stanstead and Luton ATZ while flying VMC. They flew a C150 with the experienced guy on the radio and them reversed the route in a twin with the inexperienced guy on the radio. Do any of you remember the article and if so what book and date. Thanks. Paul Mitchell ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Aircraft Winching
Date: Mar 09, 2005
Hi! Steve Although my a/c is a trike it was built as a convertible and so has the tail wheel extension spring /rod. It so happened that I needed a small amount of ballast there too so I have a tow eye on the spring instead of the pivoting wheel. I didn't skimp with the strength added to the inside of the fuselage in that area either. MY a/c is winched in and out of the box trailer every time I fly (600 hours) to no detriment. With the mono your main challenge will be keeping the fuselage upright and will so need at least one helper to steady it with the wings fitted and probably one person each side without the wings, no doubt the mono guys may have some better advice for the mono rig. But I'd recommend a small trolly to sit the tail wheel in to enable it to remain in line and so not stress the rudder cables etc. 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 Steve Crimm Subject: Europa-List: Aircraft Winching Flight, I am considering getting an electric strap winch to assist in loading my monowheel onto it's trailer. For those who utilize a winch I have these questions: 1. Where do you attach the winch strap/cable to the aircraft so it doesn't damage the aircraft? 2. What type of attachment do you use if you pull using the landing gear? 3. Are there any secrets learner from experience that will assist me in setting up a winch on my trailer? Thanks, Steve Crimm A058 N15JN ________________________________________________________________________________
From: "mark.henwick" <mark.henwick(at)btconnect.com>
Subject: Controlled air space article
Date: Mar 09, 2005
Ah ha! One I can answer at last. It was Flyer magazine Feb 2004, they used an Aztec and a 172. Article concludes no problem generally but 'doubts about Manchester' which didn't feature in their test route. Mark Henwick Building s l o w l y - reinforcing the wings at the moment --> Gents, Some time last year I remember reading an article in ??? magazine (This is the question) where two guys of very different experience had flown a set route round Southern England, asking for and mostly getting crossing clearance for Southampton, London city, Stanstead and Luton ATZ while flying VMC. They flew a C150 with the experienced guy on the radio and them reversed the route in a twin with the inexperienced guy on the radio. Do any of you remember the article and if so what book and date. Thanks. Paul Mitchell -- Checked by AVG Anti-Virus. 08/03/2005 ________________________________________________________________________________
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: Controlled air space article
Date: Mar 09, 2005
Just as an aside to this thread. I was on a flight from Guernsey to Shoreham last week and had to divert into Southampton due to weather (snow and very low vis.). When we landed at Southampton we were told they would not wave the landing fee as we had not called a Mayday or Pan so it was not considered an "emergency divert". They were quite insistent, but so were we about not paying and after having the matter referred to the airport manager we won the day. Anyone else experienced this kind of nonsense ? Alan -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of MR!PAUL MITCHELL Subject: Europa-List: Controlled air space article --> Gents, Some time last year I remember reading an article in ??? magazine (This is the question) where two guys of very different experience had flown a set route round Southern England, asking for and mostly getting crossing clearance for Southampton, London city, Stanstead and Luton ATZ while flying VMC. They flew a C150 with the experienced guy on the radio and them reversed the route in a twin with the inexperienced guy on the radio. Do any of you remember the article and if so what book and date. Thanks. Paul Mitchell ________________________________________________________________________________
From: "Alan Burrows" <alan@kestrel-insurance.com>
Subject: Now this one really needs sharing..!
Date: Mar 09, 2005
A photographer from a well-known national magazine was assigned to cover the recent Southern California fires. The magazine wanted to show some of the heroic work of the firefighters as they battled the blazes. When the photographer arrived, he realized that the smoke was so thick that it would seriously impede or make it impossible for him to photograph anything from ground-level. So he requested permission to rent a plane and take photos from the air. His request was approved, and arrangements were made. He was told to report to a nearby airport, where a single-engine plane would be waiting for him. He arrived at the airport and saw a plane warming up near the gate. He jumped in with his bag and shouted, "Let's go!" The pilot swung the plane into the wind, and within minutes they were in the air. The photographer said, "Fly over the park and make two or three low passes so I can take some pictures." "Why?" asked the pilot. "Because I am a photographer for a national magazine," he responded, "and I need some close-up shots." The pilot was silent for a moment; finally he stammered, "So, you're telling me you're not the instructor. ________________________________________________________________________________
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Re: Aircraft Winching
Date: Mar 09, 2005
Steve, I use a hand winch to get my mono in its covered trailer and find it entirely satisfactory. The actual amount of effort involved in winding it up the ramp is so little that I wouldn't personally consider a motorised version. The winch strap has a hook on the end of it and I simply hook this on to the two looped ends of a circular strop placed round the tailwheel spring and leading back over the solid metal bit which limits rotation of the tail wheel fork unit. The winch is fixed to the frame in front of the front wall of the enclosed part of the trailer and the strap gets into the trailer thru a small flap. There is a small door in the front wall of the trailer, and opening this allows you to see what you are up to while winching it in. Regards David Joyce, G-XSDJ ----- Original Message ----- From: "Steve Crimm" <steve.crimm(at)stephenscott.com> Subject: Europa-List: Aircraft Winching > > Flight, > > I am considering getting an electric strap winch to assist in loading my > monowheel onto it's trailer. For those who utilize a winch I have these > questions: > > 1. Where do you attach the winch strap/cable to the aircraft so it doesn't > damage the aircraft? > > 2. What type of attachment do you use if you pull using the landing gear? > > 3. Are there any secrets learner from experience that will assist me in > setting up a winch on my trailer? > > Thanks, > > Steve Crimm > A058 > N15JN > > > ________________________________________________________________________ > Doctors.net.uk e-mail protects you from viruses and unsolicited messages > _______________________________________________________________________ > > ________________________________________________________________________________
From: "Bill Henderson" <europabill(at)bellsouth.net>
Subject: Classic engine mount wanted
Date: Mar 09, 2005
I'm looking for a Europa classic engine mount (for Rotax 912). If someone has one for sale, please contact me at europabill(at)bellsouth.net Thanks, Bill Henderson A010 Monowheel Classic ________________________________________________________________________________
Date: Mar 09, 2005
From: John & Paddy Wigney <johnwigney(at)worldnet.att.net>
Subject: Re: Aircraft Winching
Hi Steve, I replaced the tail wheel spring attach bolt (AN5-21A) with an AN44-21A eye bolt. I just put a shackle into the eye and pull on that with a trailer winch. The eye is also useful as a tie down point. Cheers, John N262WF, mono XS, 912S Mooresville, North Carolina <<<<<<<<< From: "Steve Crimm" <steve.crimm(at)stephenscott.com> Subject: Europa-List: Aircraft Winching Flight, I am considering getting an electric strap winch to assist in loading my monowheel onto it's trailer. For those who utilize a winch I have these questions: 1. Where do you attach the winch strap/cable to the aircraft so it doesn't damage the aircraft? 2. What type of attachment do you use if you pull using the landing gear? 3. Are there any secrets learner from experience that will assist me in setting up a winch on my trailer? Thanks, Steve Crimm A058 N15JN >>>>>>>>>>> ________________________________________________________________________________
From: "nigel charles" <nigelcharles(at)tiscali.co.uk>
Subject: 912S with the Classsic
Date: Mar 09, 2005
>Intend to look at the larger starter and see what is under the cover. I just wonder if the cover over the end can be cut away a little and reshaped to accommodate the engine mount on the classic.< Been there, done it. There is insufficient space. The upper bolt of the starter would protrude inside the aperture of the starboard upper engine mount. I concluded that it is impractical to modify the engine mount and have decided to modify my Classic to XS firewall forward specification. This gives several advantages: 1. Access to the rear of the engine is much easier. 2. Starter removal and even sprag clutch change is possible with the engine fitted. 3. Lower cowl removal and refitting is easier as the radiators do not need detaching. 4. Prop ground clearance is improved reducing blade damage from stones during taxy and slightly less chance of prop strike. The main disadvantages are: 1. Price 2. Work required to complete modification. Nigel Charles ________________________________________________________________________________
From: "simon miles" <simon.miles(at)skynet.be>
Subject: Avoiding landing fees by diverting
Date: Mar 09, 2005
Alan, Why do you consider this attitude to be nonsense? You go flying - it costs. I am always amazed that any pilot thinks that they deserve a free landing when things go pear-shaped. Airports such as the three mentioned in your account are not charitable organisations so why should you get a free landing even if the circumstances are beyond your control - I assume the weather you encountered wasn't forecast? Presumably you anticipated paying a landing fee on arrival at Shoreham, so what caused you so much grief about paying one at Southampton? Yours in amazement, Simon Miles ----- Original Message ----- From: "Alan Burrows" <alan@kestrel-insurance.com> Subject: RE: Europa-List: Controlled air space article > <alan@kestrel-insurance.com> > > Just as an aside to this thread. I was on a flight from Guernsey to > Shoreham last week and had to divert into Southampton due to weather > (snow and very low vis.). When we landed at Southampton we were told > they would not wave the landing fee as we had not called a Mayday or Pan > so it was not considered an "emergency divert". They were quite > insistent, but so were we about not paying and after having the matter > referred to the airport manager we won the day. Anyone else experienced > this kind of nonsense ? > > Alan > ________________________________________________________________________________
From: "Tim Weert" <tim.weert(at)hccnet.nl>
Subject: The certified Europa?
Date: Mar 10, 2005
Just a question.... Is Ivan Shaw involved in the Liberty LX2 project or did Liberty Aerospace steel the Europa design ? According the pictures at the website the Liberty LX2 is a Europa XS "hightop" with a lot of modifications and a aluminium wing and tailplane. They fitted the Teledyne Continental IOF 240-B See: http://www.libertyaircraft.com Check the performance and specification data. The Max TOW is increased to 1653 lbs / 750 kg ! May be some of you are able to learn us more about the relationship between the Europa XS and the Liberty LX2. Regards, Tim Weert Heerhugowaard, The Netherlands 460 PH-JAI XS TG 914 AP332 ________________________________________________________________________________
From: "Rob Housman" <robh@hyperion-ef.us>
Subject: The certified Europa?
Date: Mar 09, 2005
Search the archives using, for example, "Liberty & Shaw" for your search string (without the quotes of course) and you will find some messages on this subject. The similarities between the two aircraft are not a coincidence nor was the Europa "borrowed" from Ivan. Note that the major structural difference between the designs is the Cr-Mo steel tube truss around the cabin and the use of carbon fiber rather than glass in the composite. 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 Tim Weert Subject: Europa-List: The certified Europa? Just a question.... Is Ivan Shaw involved in the Liberty LX2 project or did Liberty Aerospace steel the Europa design ? According the pictures at the website the Liberty LX2 is a Europa XS "hightop" with a lot of modifications and a aluminium wing and tailplane. They fitted the Teledyne Continental IOF 240-B See: http://www.libertyaircraft.com Check the performance and specification data. The Max TOW is increased to 1653 lbs / 750 kg ! May be some of you are able to learn us more about the relationship between the Europa XS and the Liberty LX2. Regards, Tim Weert Heerhugowaard, The Netherlands 460 PH-JAI XS TG 914 AP332 ________________________________________________________________________________
From: "Rick Audy" <rickaudy(at)msn.com>
Subject: Re: The certified Europa?
Date: Mar 09, 2005
Hello all, here are 2 good related links: http://www.pilotfriend.com/aircraft%20performance/new%20site2/s_page/gallery1.htm> http://www.planeandpilotmag.com/content/2004/july/liberty.html> (It's only 140K I bet a lot of us will drop our kits and jump to this) Rick ----- Original Message ----- From: Tim Weert<mailto:tim.weert(at)hccnet.nl> To: europa-list(at)matronics.com Sent: Wednesday, March 09, 2005 18:22 Subject: Europa-List: The certified Europa? Just a question.... Is Ivan Shaw involved in the Liberty LX2 project or did Liberty Aerospace steel the Europa design ? According the pictures at the website the Liberty LX2 is a Europa XS "hightop" with a lot of modifications and a aluminium wing and tailplane. They fitted the Teledyne Continental IOF 240-B See: http://www.libertyaircraft.com> Check the performance and specification data. The Max TOW is increased to 1653 lbs / 750 kg ! May be some of you are able to learn us more about the relationship between the Europa XS and the Liberty LX2. Regards, Tim Weert Heerhugowaard, The Netherlands 460 PH-JAI XS TG 914 AP332 ________________________________________________________________________________
Date: Mar 10, 2005
From: Graham Singleton <graham(at)gflight.f9.co.uk>
Subject: The certified Europa?
The certified Europa? Just a question.... Is Ivan Shaw involved in the Liberty LX2 project or did Liberty Aerospace steel the Europa design ? According the pictures at the website the Liberty LX2 is a Europa XS "hightop" with a lot of modifications and a aluminium wing and tailplane. They fitted the Teledyne Continental IOF 240-B Regards, Tim Weert Tim Ivan and Don Dykins designed it, the fuselage is steel tube with glass skin, a rolling chassis, he called it. Eventually, as is so often the case, the money people took over and Ivan moved sideways , again. They did once tell him he wasn't neede any more, thank you. A few months later they found out that they were wrong, so were forced to make him a more attractive offer; he stayed another 3 or four years. Graham ________________________________________________________________________________
From: "Kingsley Hurst" <hurstkr(at)growzone.com.au>
Subject: Aluminium (aluminum) type to use
Date: Mar 10, 2005
All, I wish to construct my own vent fitting that fits on the rear of the fuel tank just above the fuel filler hole in the tank. What grade of stock aluminium (aluminum) do I ask for ? Thanks Kingsley Hurst Mono Classic 281 in Oz ________________________________________________________________________________
From: HelgeandGabby(at)aol.com
Date: Mar 10, 2005
Subject: Re: Europa-List Digest: 12 Msgs - 03/09/05
Hi there, I have got the frame that bonds to the fuselarge and to which the engine and the landing gear is attached. ( never used) Let me know if that is of interest to you. Regards Helge. ________________________________________________________________________________
From: "Tim Weert" <tim.weert(at)hccnet.nl>
Subject: Re: The certified Europa?
Date: Mar 10, 2005
Hi Graham, Thanks for your info. It surprised me that the names Ivan Shaw and Don Dykins are difficult to find at their website during a quick investigation last night. (most people watch websites only quick) I expected a bit more "respect" to the two fathers of this beautiful design. (The 23rd october 2003 Ivan gave me a impressive demonstration of G-GBXS at Stadtlhn (Germany). It was clear to me that Ivan is "one" with his design. For me it's still difficult to understand that he's not managing and improving his design in a commercial way. But I hope I am wrong. ) Regards, Tim. Heerhugowaard, The Netherlands. 460 PH-JAI XS TG 914 AP332 ________________________________________________________________________________
From: JEFF ROBERTS <jeff(at)rmmm.net>
Subject: Re: The certified Europa?
Date: Mar 10, 2005
Rick, Most of us on this forum have followed the developement of the Liberty and it's designers for years. It's truly a great certified airplane, when you compair it to anything thats already built. You cannot compare it to the Europa. The Europa is faster, more agile, has two sticks on there own pivit point and not on one centeral point. It lands shorter takes off shorter, climbs faster, and it comes in a package that allows it's builder to customize it to his own personal liking. You can build it for about half the costs of the Liberty? It's not quite as big as the Liberty but then it flies a lot cheeper. 4.5 Gallons an hour appeals to me a lot and it uses automotive fuel which is a lot cheeper than 100 LL. If your only goal is to get to the flying ASAP then the Liberty would be a great choice. But to abandon a project to spend more for less still doesn't make sense to me. Oh did I mention I can do my own repairs and inspections? Jeff A258 Running out of reasons to not send her to the paint shop. On Mar 9, 2005, at 9:45 PM, Rick Audy wrote: > (It's only 140K I bet a lot of us will drop our kits and jump to this) > Rick > ----- Original Message ----- > ________________________________________________________________________________
From: "Rob Housman" <robh@hyperion-ef.us>
Subject: Aluminium (aluminum) type to use
Date: Mar 10, 2005
Among the wrought alloys 6061-T6511 is your best choice, for cost, ease of machining, and availability, but for this application just about anything would be acceptable. The -T6511 temper is most common but any variation would be OK, such as plain old -T6. If you are digging through scrap piles it's best to stay away from castings (such as 356 and other three digit alloys) which tend to be somewhat porous, though not enough so that you'd have to worry about leaks. 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 Kingsley Hurst Subject: Europa-List: Aluminium (aluminum) type to use All, I wish to construct my own vent fitting that fits on the rear of the fuel tank just above the fuel filler hole in the tank. What grade of stock aluminium (aluminum) do I ask for ? Thanks Kingsley Hurst Mono Classic 281 in Oz ________________________________________________________________________________
From: "simon.nash1" <simon.nash1(at)btconnect.com>
Subject: First Flight of the 'High Top'
Date: Mar 10, 2005
On Monday 7th March ,16:10 at Wombleton airfield G-OSJN (kit 495) took to the skies for the first time in the very capable hands of Andy Draper. The flight lasted 15 minutes with no significant problems reported. The aircraft is a mono wheel, 914, airmaster with the hi top modification, she weighed in at 860lb. The hi top gives around 2-3" extra headroom which allows people like myself 6'5" to enjoy the Europa comfortably. A further 3 flights took place on Wednesday, following some prop tweaks and better weather. Initial observations appears that the hi top does not detract any performance compared to a standard mono with the same engine/prop configuration. Further evaluations will be made during the testing. Once shaken down the aircraft will be based at North Weald where I hope to be flying it as much as possible. I would like to thank the Europa team Andy, John, Roger and Jim, and not forgetting Nevil, for without their skill and support this would not be possible. Regards Simon ________________________________________________________________________________
Date: Mar 10, 2005
From: Rowland Carson <rowil(at)clara.net>
Subject: europa club subs by standing order
My thanks to the significant number of UK Europa Club members who have set up Standing Orders for payment of their Club subscriptions. This will save me much time that I need for attention to my own build project. However, several members had SOs already set up before we changed our bank account, and although I wrote to them all last year, I have not had confirmation from some that their SO has been changed to point at the new Club account. (After writing I discovered that some banks, unlike my own, do not allow the setting up of SOs which start more than 3 months in the future; thus a number of peole were unable to act upon my letter when it was received. I apologise for my ignorance of the shortcomings of other banks!) Anyway, I'd be grateful if the following people could let me know the status of their Standing Order - is is still pointing at the old Lloyds TSB account (sort code 30-94-99) or if they have replaced it with a new one pointing at the NatWest account (sort code 60-05-16). I'm deliberately not quoting the account number in this message for various reasons! William Bell & Susan Brooks David Buckley Paul Bunting & Laurie Slater Nigel & Cathy Charles Ian Cook & Bennett Price Geoffrey Craggs Klaas de Geus & C de Geus-Dekker Herbert & Carmen Habersatter Trevor & Christine Hartwell Martin & Diane E Mavers Alasdair Milne Graham Pocock John Pratt & Paul Jones Mike & Lisa Purnell Adam Rawicz-Szczerbo Colin Smallwood & Andrew Calvert Paul Sweeting & Sarah Jones Peter & Emma Thomas Thomas Tresham If any of you have lost the original SO form, let me know & I will send a replacement as PDF. You can use that as a prompt for what to fill in using online banking, or print it out, complete it and take it to your bank branch. NB DON'T send it back to me - although I would appreciate a confirmation that it has been lodged with your bank. Apologies to everyone else for this boring admin message! regards Rowland -- | Rowland Carson Europa Club Membership Secretary - email for info! | Europa 435 G-ROWI (750 hours building) PFA #16532 | e-mail website ________________________________________________________________________________
From: "Garry" <garrys(at)tampabay.rr.com>
Subject: Re: First Flight of the 'High Top'
Date: Mar 10, 2005
What's a "high top"? Garry Stout ----- Original Message ----- From: "simon.nash1" <simon.nash1(at)btconnect.com> Subject: Europa-List: First Flight of the 'High Top' > > > > On Monday 7th March ,16:10 at Wombleton airfield G-OSJN > (kit 495) took to the skies for the first time in the very > capable hands of Andy Draper. The flight lasted 15 minutes > with no significant problems reported. > > The aircraft is a mono wheel, 914, airmaster with the hi top > modification, she weighed in at 860lb. The hi top gives > around 2-3" extra headroom which allows people like myself > 6'5" to enjoy the Europa comfortably. > > A further 3 flights took place on Wednesday, following some > prop tweaks and better weather. Initial observations appears > that the hi top does not detract any performance compared to > a standard mono with the same engine/prop configuration. > Further evaluations will be made during the testing. > > Once shaken down the aircraft will be based at North Weald > where I hope to be flying it as much as possible. > > I would like to thank the Europa team Andy, John, Roger and > Jim, and not forgetting Nevil, for without their skill and > support this would not be possible. > > Regards > > Simon > > > ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 10, 2005
Subject: Re: First Flight of the 'High Top'
Hey Gary: More affectionately know as Mod 62 High Top Modification. Adds 2" more head room by the addition of a strip along the fuselage molding and firewall extension. I think that Dean Sietz out in your neck of the woods has it installed on his project. Brian Skelly Texas Europa # A276 TriGear See My build photos at:
http://www.europaowners.org/BrianS ________________________________________________________________________________
From: "Tim Ward" <ward.t(at)xtra.co.nz>
Subject: ZK-TIM
Date: Mar 11, 2005
Fellow Europa eans, For those interested I have now finished the flight testing programme for my Europa 'Classic' Monowheel. Fitted with a Rotax 912S and Airmaster propeller here are the final results.As compared with the advertised performance data they were as good and in some cases better. Tests were done with different C of Gs and Weights. Airspeed Calibration; Max. Position Error was 0.4% for the Pitot/Static positioned out on the wing.(Mod?) Alternate source within the cabin was satisfactory. Stall Testing with Stall Strips attached; Clean..................buffet 46kts stall 41kts Flaps/Gear..........buffet 42kts stall 37kts Glide Performance; Flaps/Gear Up - Idle Power.......... Best lift/drag ratio = 65kts Flaps/Gear Down - Idle Power.......... Best lift/drag ratio = 53kts Climb Test Performance; (Due to 'classic cowls' and 912S Rotax extra heat,I repositioned the Oil Cooler to under the Propeller spinner without any change to the design lines of the cowling) Best climb/cruise speed to 10000ft was 85kts. 65kts took me to 4500ft before oil temp max. 70kts took me to 6500ft before oil temp max. 75kts took me to 7500ft before oil temp max. 85kts took me to 10000ft and beyond as the oil temp began to cool then. (It was a ISA + 5 day) Best Angle of Climb = 60kts (as advertised) Best Rate of Climb = 75kts (as advertised) All control forces in the three axis of rotation were well within limits and the aircraft is inherently stable. Flutter Tests resulted in no vibrations or flutter. ( even at Vne +10% 186kts!!) It was a delight to test fly. Confidence in the aircraft grew every day after a hiccup at the beginning (U/C retract after landing-another story) I am very pleased with the results. Very docile in the stall, responsive controls and inherently stable. 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 ________________________________________________________________________________
From: "Jim Butcher" <europa(at)triton.net>
Subject: Oil Cooler Fittings
Date: Mar 10, 2005
Installing the oil cooler for 914 with the cooler dropped down. The FWF kit supplied one straight fitting and one 90 deg elbow fitting. However the diagram Fig 9 page 4-8 says to use a second straight fitting when the cooler is dropped. Has anyone found a source of oil cooler fittings? It appears to be P/N HEF3-8 and is 1/2 BSP thread. Thanks Jim Butcher A185 N241BW ________________________________________________________________________________
From: "MICHAEL PARKIN" <mikenjulie.parkin(at)btopenworld.com>
Subject: Re: Oil Cooler Fittings
Date: Mar 11, 2005
I bought mine from the Europa Factory. regards, MP ----- Original Message ----- From: "Jim Butcher" <europa(at)triton.net> Subject: Europa-List: Oil Cooler Fittings > > Installing the oil cooler for 914 with the cooler dropped down. The FWF > kit > supplied one straight fitting and one 90 deg elbow fitting. However the > diagram Fig 9 page 4-8 says to use a second straight fitting when the > cooler > is dropped. Has anyone found a source of oil cooler fittings? It appears > to be P/N HEF3-8 and is 1/2 BSP thread. > > Thanks > > Jim Butcher A185 N241BW > > > ________________________________________________________________________________
Date: Mar 12, 2005
From: Kevin And Ann Klinefelter <kevann(at)verizon.net>
Subject: Re: Oil Cooler Fittings
I got mine from Europa, Kevin Jim Butcher wrote: > >Installing the oil cooler for 914 with the cooler dropped down. The FWF kit >supplied one straight fitting and one 90 deg elbow fitting. However the >diagram Fig 9 page 4-8 says to use a second straight fitting when the cooler >is dropped. Has anyone found a source of oil cooler fittings? It appears >to be P/N HEF3-8 and is 1/2 BSP thread. > >Thanks > >Jim Butcher A185 N241BW > > > > ________________________________________________________________________________
From: Trevpond(at)aol.com
Date: Mar 11, 2005
Subject: Re: europa club subs by standing order
Hi Rowland, Please send me a standing order Form. Trevor Pond ________________________________________________________________________________
Date: Mar 11, 2005
From: Rowland Carson <rowil(at)clara.net>
Subject: insurance query (uk pilots only)
Apologies to the rest of the world for another admin item for UK pilots. The following request has been sent to all PFA Struts & type clubs by the PFA. If you want to help get lower insurance for Permit aircraft and can provide any of the needed fedback, then please respond (DIRECT TO GRAHAM AT , DO NOT REPLY TO THIS MESSAGE!). = = = = = = = = = = = = = = = = = = = = = = = March 2005 MANDATORY INSURANCE REGULATION (EC) 785/2004 Hopefully all our members are now aware of the fact that from April 30th 2005 minimum levels of 3rd Party and passenger insurance will be mandated for flight in European Airspace. As you know, I have been trying to negotiate a scheme with various underwriters to try and secure cheaper premiums for PFA members and, whilst we have accident statistics for PFA aircraft going back over several years we do not have figures for the amount of money paid out or claimed for in these accidents. In order to help me please could you answer the following questions if you have made an insurance claim in the last 10 years. 1) What was the aircraft? 2) Approximately in what year was the claim settled? 3) Did you have 3rd party and passenger liability only cover? YES / NO 4) Did you have hull cover as well? YES / NO 5) How much was the 3rd party claim, if any? 6) How much was the hull claim, if any? 7) How much was the passenger claim, if any? If you wish to add any more details that you think would help, then please feel free to do so. The more information I have the better it will be for all of us. You will see that I have not asked for any names or membership numbers as this survey is purely to gather as much statistical detail as possible in order to hopefully achieve lower premium rates. If you would like to email it to me at , or post it to me at Turweston. The address is in the front of the magazine. Thank You Graham Newby = = = = = = = = = = = = = = = = = = = = = = = regards Rowland -- | Rowland Carson Europa Club Membership Secretary - email for info! | Europa 435 G-ROWI (750 hours building) PFA #16532 | e-mail website ________________________________________________________________________________
From: "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk>
Subject: Lower cowling NACA inlet
Date: Mar 12, 2005
Hi all, I'm busy doing the cowlings at present, and I'm intrigued as to what is the purpose of the lower cowl right side NACA inlet. It doesn't seem to aim at anything, it just appears to blast cold air at the very bottom of the oil tank and the right footwell, then probably straight out of the main outlet at the rear of the cowl. I'm sure someone out there understands the science of the design??? The reason for the question... I was considering tapping some of this cold air into a 1 inch scat tube to feed a pair of eyeball vents on the panel for a cool breeze on the face. Awaiting replies with much curiosity! Brian Hutchinson 357 Mono 912s Airmaster ________________________________________________________________________________
From: "Mike Parkin" <mikenjulie.parkin(at)btopenworld.com>
Subject: Re: Lower cowling NACA inlet
Date: Mar 12, 2005
----- Original Message ----- From: "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk> Subject: Europa-List: Lower cowling NACA inlet > > > Hi all, > I'm busy doing the cowlings at present, and I'm intrigued as to what is > the purpose of the lower cowl right side NACA inlet. It doesn't seem to > aim at anything, it just appears to blast cold air at the very bottom of > the oil tank and the right footwell, then probably straight out of the > main outlet at the rear of the cowl. I'm sure someone out there > understands the science of the design??? The reason for the question... I > was considering tapping some of this cold air into a 1 inch scat tube to > feed a pair of eyeball vents on the panel for a cool breeze on the face. > Awaiting replies with much curiosity! > > Brian Hutchinson > > 357 Mono > 912s > Airmaster Brian, On the 914 installation, this is where the cold air enters the turbocharger. I don't know if the vent has a function in the 912S configuration. regards, MP ________________________________________________________________________________
From: "Paul McAllister" <paul.mcallister(at)qia.net>
Subject: Re: Lower cowling NACA inlet
Date: Mar 11, 2005
Brian, This inlet is for the 914T. If you are planning on a 912S then there is no reason why you couldn't use it for this purpose. Paul ________________________________________________________________________________
From: "Steve Crimm" <steve.crimm(at)stephenscott.com>
Subject: Lower cowling NACA inlet
Date: Mar 11, 2005
My 912S has 2 NACA's on the right side, one small one for my fresh air vent and the larger one for the oil tank area. Steve Crimm A058 N15JN -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Brian Hutchinson Subject: Europa-List: Lower cowling NACA inlet --> Hi all, I'm busy doing the cowlings at present, and I'm intrigued as to what is the purpose of the lower cowl right side NACA inlet. It doesn't seem to aim at anything, it just appears to blast cold air at the very bottom of the oil tank and the right footwell, then probably straight out of the main outlet at the rear of the cowl. I'm sure someone out there understands the science of the design??? The reason for the question... I was considering tapping some of this cold air into a 1 inch scat tube to feed a pair of eyeball vents on the panel for a cool breeze on the face. Awaiting replies with much curiosity! Brian Hutchinson 357 Mono 912s Airmaster advertising on the Matronics Forums. ________________________________________________________________________________
From: "Simon Smith" <jodel(at)nildram.co.uk>
Subject: Re: Europa-List Digest: 12 Msgs - 03/09/05
Date: Mar 12, 2005
Some people might not realise that there has been a long standing campaign on behalf of AOPA UK by Charles Strasser to get all airfields in the UK to accept CAA CAP 667 9.2(c) recommendation and not to charge GA aircrafts making emergency or precautionary landings. The full CAA CAP 667 9.2(c) recommendation states:- "There were a number of fatal accidents where a timely diversion or precautionary landing could have avoided an accident. In the UK there is a 'culture' of pressing on and hoping for the best rather accepting the inconvenience and cost of a diversion. This 'culture' needs to be changed, firstly by educating pilots and secondly by persuading Aerodrome owners that there should be no charge for emergency landings or diversions. It is recommended that all Aerodrome owners be persuaded to adopt a policy that there should be no charges for emergency landings or diversions by general aviation aircraft." 190 airfields ARE in the scheme. 17 are not (and LHR LGW & LCY were not asked for obvious reasons). The full list of airfields is at http://www.aopa.co.uk/newsfromaopa/aopa189.pdf Cheers Simon G-BZTN -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of TELEDYNMCS(at)aol.com Subject: Europa-List: Re: Europa-List Digest: 12 Msgs - 03/09/05 In a message dated 3/10/2005 6:18:04 AM Eastern Standard Time, europa-list-digest(at)matronics.com writes: > Alan, > Why do you consider this attitude to be nonsense? You go flying - it > costs. I am always amazed that any pilot thinks that they deserve a > free landing when things go pear-shaped. Airports such as the three > mentioned in your account are not charitable organisations so why > should you get a free landing even if the circumstances are beyond > your control - I assume the weather you encountered wasn't forecast? > Presumably you anticipated paying a > > landing fee on arrival at Shoreham, so what caused you so much grief > about > paying one at Southampton? > Yours in amazement, > Simon Miles ________________________________________________________________________________
From: "simon miles" <simon.miles(at)skynet.be>
Subject: Re: Europa-List Digest: 12 Msgs - 03/09/05
Date: Mar 12, 2005
Simon, I am aware of this campaign but I still can't get my head around the idea that anyone who can afford to fly aeroplanes would *ever* let the cost of a landing (and it's associated costs) let them "press-on". Don't you agree that the availability of 'free-landings' is, perhaps, in itself an invitation to "press-on". I'm assuming VFR flight here. Imagine, you're flying home and due to circumstances beyond your control, a diversion is inevitable. Beneath you is a perfectly servicable airfield in acceptable weather but in a slightly remote location. To get home from there would involve an expensive and long taxi ride or a stay in a nearby bed & breakfast and in the hope you could continue the next day. If you can "press-on" into the murk (only until it becomes unacceptable, of course) to the 'free' airport which is nearer home and well served with buses, trains (or where your other half could conveniently drive to), which would you choose? Alternatively, look at this way - you are driving home after the Christmas holiday but exceptional snow conditions (i.e. loads of it!) means you can't continue. When you present yourself at the nearest hotel (in preference to freezing to death in your car) do you claim a free room because it's not your fault you ended up there? Simon Miles. Europa Tri-gear #508, Nearly finished and moved today to an airport (EBGR) at last... ----- Original Message ----- From: "Simon Smith" <jodel(at)nildram.co.uk> Europa-List Digest: 12 Msgs - 03/09/05 > > Some people might not realise that there has been a long standing campaign > on behalf of AOPA UK by Charles Strasser to get all airfields in the UK to > accept CAA CAP 667 9.2(c) recommendation and not to charge GA aircrafts > making emergency or precautionary landings. > > The full CAA CAP 667 9.2(c) recommendation states:- "There were a number > of > fatal accidents where a timely diversion or precautionary landing could > have > avoided an accident. In the UK there is a 'culture' of pressing on and > hoping for the best rather accepting the inconvenience and cost of a > diversion. This 'culture' needs to be changed, firstly by educating pilots > and secondly by persuading Aerodrome owners that there should be no charge > for emergency landings or diversions. It is recommended that all Aerodrome > owners be persuaded to adopt a policy that there should be no charges for > emergency landings or diversions by general aviation aircraft." > > > 190 airfields ARE in the scheme. 17 are not (and LHR LGW & LCY were not > asked for obvious reasons). > > The full list of airfields is at > http://www.aopa.co.uk/newsfromaopa/aopa189.pdf > > Cheers > > Simon > G-BZTN ________________________________________________________________________________
From: "David Corbett" <david.corbett5(at)btinternet.com>
Subject: Weather related diversions
Date: Mar 13, 2005
Thank you to Simon Smith and Ferg for your contributions to this - Simon for the UK facts, and Ferg for your very amusing "ha'porth" re fields, etc! Part of the impetus for the very successful UK action by Charles Strasser was an event involving the then chairman of our Flying Farmers Association. He set off to fly from Scotland to his home airstrip, with a good forecast, but when he arrived there was fog on his hill and he diverted to Humberside, much lower and about 5 miles away. He was charged =A3400 for that landing (C182), because officially it was outside published hours, although the airfield was still open for a late public transport flight. Insurance. Weeks ago I promised to report my improved insurance. For the same hull value, I have had a 20% reduction in premium, much wider geographical coverage, and MOD indemnity all included. Jennings, as brokers, came up with this - and Hayward are the underwriters. Happy flying! David G-BZAM - UK 265 ________________________________________________________________________________
From: "Mike Parkin" <mikenjulie.parkin(at)btopenworld.com>
Subject: Re: Insurance
Date: Mar 13, 2005
David, I had a similar experience. My insurance renewal last October included a 22% reduction in premium also with a much larger coverage, MOD indemnity and the extra 3rd party cover for Germany and Sweden - albeit with a slightly reduced hull value. Again, Jennings was the broker and Haywards the underwriters. I sent them a reduced quotation from Traffords - seemed to work! regards, Mike G-JULZ - UK312 ----- Original Message ----- From: "David Corbett" <david.corbett5(at)btinternet.com> Subject: Europa-List: Weather related diversions > > Insurance. Weeks ago I promised to report my improved insurance. For the > same hull value, I have had a 20% reduction in premium, much wider > geographical coverage, and MOD indemnity all included. Jennings, as > brokers, came up with this - and Hayward are the underwriters. > > Happy flying! > > David > G-BZAM - UK 265 > > > ________________________________________________________________________________
From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no>
Subject: Re: Lower cowling NACA inlet
Date: Mar 13, 2005
Brian, As Paul said, the NACA inlet on the side of the cowling is for the 914. According to Andy Draper, for 912S it should be closed off (if you don't use it for e.g. fresh air inlet to the cockpit), because otherwise the air through it "competes" with the cylinder cooling air (coming in at the front) in getting out through the rather limited outlet areas in the back and thus reduces the cylinder cooling. Regards, Svein ________________________________________________________________________________
From: "Brian Hutchinson" <hutch(at)hangarbout.fsnet.co.uk>
Subject: Re: Lower cowling NACA inlet
Date: Mar 13, 2005
Hi Svein, Thanks for the information. I've just read the 912s engine installation manual from end to end and there's no reference to this duct being NOT required. More time wasted unnecessarily! Andy, if your reading this please give it a mention if you revise the manual! In the meantime thanks for those of you who have enlightened me, it's moments like this where this forum is worth it's weight in gold!! I'll remove it and replace it with a much smaller inlet for my fresh air vents on the panel. Cheers Brian Hutchinson 357 Mono 912s Airmaster ----- Original Message ----- From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no> Subject: Re: Europa-List: Lower cowling NACA inlet > > Brian, > > As Paul said, the NACA inlet on the side of the cowling is for the 914. > According to Andy Draper, for 912S it should be closed off (if you don't > use it for e.g. fresh air inlet to the cockpit), because otherwise the air > through it "competes" with the cylinder cooling air (coming in at the front) > in getting out through the rather limited outlet areas in the back and thus > reduces the cylinder cooling. > > Regards, > Svein > > ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: Re: Lower cowling NACA inlet
Date: Mar 14, 2005
Hi All, I thought some were using this inlet to get cool air induction to the 912S carbs instead of cutting one in the top of the cowling. But I don't know for sure since mine is a classic. Troy Maynor N120EU Europa Monowheel Classic Left to finish: Paint,interior,engine install, wiring. ________________________________________________________________________________
Subject: Diversion landings
Date: Mar 15, 2005
From: "Tony Krzyzewski" <tonyk(at)kaon.co.nz>
Received-SPF: none >>> Let me get this right...I did the conversion....you were charged the equivalent to $800 just to land your plane! How could they justify this charge? Are these airports owned by private companies? Is there no allowance by the government for deviations due to weather? Gee, and here was I grizzling about the USD28 that NZ's largest airport, Auckland International, charged me to land and park a Europa for eight hours!!! GBP400 for a landing fee is extortionate. Tony ________________________________________________________________________________
From: "Fergus Kyle" <VE3LVO(at)rac.ca>
Subject: Re: Diversion landings
Date: Mar 14, 2005
: Re: Europa-List: Diversion landings | David, | | Let me get this right...I did the conversion....you were charged the | equivalent to $800 just to land your plane! How could they justify this charge? Are | these airports owned by private companies? Is there no allowance by the | government for deviations due to weather?| | Maybe it's time for a little revolution over on your side of the pond. Duane, No, you did not do THE conversion, you did A conversion. In fact it's $928. The pond has three sides. Ferg ________________________________________________________________________________
From: "Sven den Boer" <svendenboer(at)quicknet.nl>
Subject: prop balancing
Date: Mar 14, 2005
Any one experience with propbalancing of a fixed type warp prop? Cheers, Sven den Boer PH-SBR A168 ________________________________________________________________________________
From: "Carl Pattinson" <carl(at)flyers.freeserve.co.uk>
Subject: Re: prop balancing
Date: Mar 14, 2005
It shouldnt be necessary as they are supposed to be factory balanced. If you must do your own, Lyndhurst in UK does one (inported from USA). Cost is about 1000. I believe it can also be loaned/ hired (presumably though only in the UK). http://www.avnet.co.uk/lts/pages/pb1.htm ----- Original Message ----- From: "Sven den Boer" <svendenboer(at)quicknet.nl> Subject: Europa-List: prop balancing > > > Any one experience with propbalancing of a fixed type warp prop? > > Cheers, > > Sven den Boer > PH-SBR > A168 > > > ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Diversion landings
Date: Mar 14, 2005
Humberside is normally 12 +vat @17.5% PER LANDING When it is officially open for a Europa size aircraft. The excessive charge would probably include for a fine for landing out of published open hours and include for payments to such as fire crew to be activated to stand by. Palma Majorca is about 9.00 to land but then you just may get caught by a handling agent for another 70.!I think Luxemburg was about 6.00 plus an extortionate compulsory bus ride to control.! I was threatened with a 200 fine for landing at Biggin Hill 30 minutes early, seems with no fire cover and you pranged on the runway the airport would have to be closed ! Regards Bob Harrison. -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Fergus Kyle Subject: Re: Europa-List: Diversion landings : Re: Europa-List: Diversion landings | David, | | Let me get this right...I did the conversion....you were charged the | equivalent to $800 just to land your plane! How could they justify this charge? Are | these airports owned by private companies? Is there no allowance by the | government for deviations due to weather?| | Maybe it's time for a little revolution over on your side of the pond. Duane, No, you did not do THE conversion, you did A conversion. In fact it's $928. The pond has three sides. Ferg ________________________________________________________________________________
Date: Mar 14, 2005
Subject: Re: prop balancing (+ Advert)
From: Mark Burton <markb(at)ordern.com>
Hi Folks, > It shouldnt be necessary as they are supposed to be factory balanced. The propeller may be well balanced when brand spanking new but by the time it has been attached to the aircraft and a spinner popped on the front it is very likely to need balancing. In the unlikely event that the prop/spinner combo are perfectly balanced to start with, they won't stay that way for ever due to dings on the blades. Apparently, if you take a propeller off and replace it 1/1000" out of centre then that will produce a noticeable amount of vibration. I believe from my communications with an experienced prop balancing guy in the USA that around 80% of all propellers would benefit from being balanced but most people don't bother because they believe their installation is smooth enough. Most people are wrong! > If you must do your own, Lyndhurst in UK does one (inported from USA). Cost > is about 1000. I believe it can also be loaned/ hired (presumably though > only in the UK). > > http://www.avnet.co.uk/lts/pages/pb1.htm Actually, it's manufactured in the UK by my company (Smart Avionics), it costs 850 GBP + VAT (no VAT for non-EU exports!) and as far as I know, cannot be loaned or hired yet. Traditionally, the equipment required to dynamically balance propellers has been very expensive and complicated to use. Since the PB-1 has become available, I believe that is no longer true. A large amount of effort has gone into the design of the PB-1 to make it easy to use by your average homebuilder/pilot. Once familiar with the operation of the PB-1, someone who isn't a technical wizzard can balance a propeller in just a few minutes (obviously this depends on the state of the propeller/engine being basically ok). For development purposes, I have balanced the PV-50 propeller on G-NEAT many times now and as the balancing equipment matured, the results I achieved got better and better. Every time I went flying afterwards, I could feel the improvement. But now the prop vibration level is so low (less than 0.05 IPS) that it is completely masked by engine/airframe vibration. When propeller balancing is easy to achieve and the equipment to do the job is (relatively) cheap, there aren't many good reasons for not having your prop balanced on a fairly regular basis. You know it makes sense. www.smartavionics.com has more information on the PB-1 including the operating manual that explains how the thing is used. Cheers, Mark ________________________________________________________________________________
From: "William Mills" <combined.merchants(at)virgin.net>
Subject: Re: prop balancing (+ Advert)
Date: Mar 15, 2005
I should just like to endorse Mark's comments. My original Warp Drive used to vibrate considerably, but much of that might have been due to the Classic spinner. I had a go at balancing the spinner statically in a dustbin (garbage can) full of water and that improved it a little. I then changed my prop for an Arplast PV50 VP prop and the vibration was much worse, so I had a go at dynamically balancing it by trial and error by placing washers under the spinner screws and judging whether there was an improvement or not. (The cost of dynamically balancing at that time was over 150) I certainly achieved an improvement, but after a while it became too difficult to detect any further improvement or if it has worsened. Mark then made me a vibration detector which registered the magnitude of vibration on my Multimeter, and that helped tremendously, but took an awfully long time because it didn't tell me where to place the weights or how heavy they should be. I did that by trial and error, but I didn't have to rely on my own sense to detect an improvement. I ended up with several piles of washers on the spinner backplate plus one small slab of steel because I couldn't find any washers heavy enough! I also discovered that it was very important how the device was mounted on the engine to be the most effective. Mark's device was fine but it could really have been improved with some form of damping to stop the multimeter numbers from changing so rapidly. Since then I have been a "guinea pig" several times for Mark as he has been developing his PB-1 prop balancer. Each time there has been a distinct improvement and my prop now runs very smoothly. I can certainly recommend Mark's PB-1; it is easy and quick to use and it achieves very good results. Very well done, Mark. Best wishes, William ----- Original Message ----- From: "Mark Burton" <markb(at)ordern.com> Subject: Re: Europa-List: prop balancing (+ Advert) > > > Hi Folks, > > > It shouldnt be necessary as they are supposed to be factory balanced. > > The propeller may be well balanced when brand spanking new but by the > time it has been attached to the aircraft and a spinner popped on the > front it is very likely to need balancing. > > In the unlikely event that the prop/spinner combo are perfectly > balanced to start with, they won't stay that way for ever due to dings > on the blades. Apparently, if you take a propeller off and replace it > 1/1000" out of centre then that will produce a noticeable amount of > vibration. > > I believe from my communications with an experienced prop balancing > guy in the USA that around 80% of all propellers would benefit from > being balanced but most people don't bother because they believe their > installation is smooth enough. Most people are wrong! > > > If you must do your own, Lyndhurst in UK does one (inported from USA). Cost > > is about 1000. I believe it can also be loaned/ hired (presumably though > > only in the UK). > > > > http://www.avnet.co.uk/lts/pages/pb1.htm > > Actually, it's manufactured in the UK by my company (Smart Avionics), > it costs 850 GBP + VAT (no VAT for non-EU exports!) and as far as I > know, cannot be loaned or hired yet. > > > > Traditionally, the equipment required to dynamically balance > propellers has been very expensive and complicated to use. Since the > PB-1 has become available, I believe that is no longer true. > > A large amount of effort has gone into the design of the PB-1 to make > it easy to use by your average homebuilder/pilot. Once familiar with > the operation of the PB-1, someone who isn't a technical wizzard can > balance a propeller in just a few minutes (obviously this depends on > the state of the propeller/engine being basically ok). > > For development purposes, I have balanced the PV-50 propeller on > G-NEAT many times now and as the balancing equipment matured, the > results I achieved got better and better. Every time I went flying > afterwards, I could feel the improvement. But now the prop vibration > level is so low (less than 0.05 IPS) that it is completely masked by > engine/airframe vibration. > > When propeller balancing is easy to achieve and the equipment to do > the job is (relatively) cheap, there aren't many good reasons for not > having your prop balanced on a fairly regular basis. You know it makes > sense. > > www.smartavionics.com has more information on the PB-1 including the > operating manual that explains how the thing is used. > > > > Cheers, > > Mark > > ________________________________________________________________________________
From: "Tim Weert" <tim.weert(at)hccnet.nl>
Subject: Re: removing Pitch toque tube
Date: Mar 15, 2005
Hi Jeremy, I have done this job a few month ago because I had to repaint the pitch torque tube. It is only possible if you remove all the items above the Pitch toque tube first. Then you remove the Pitch toque tube bracket (port side) with the bearings from the Pitch toque tube, after removing the bolts first. This bracket was glued with epoxy to the bukhead during the building process, but because the alu bracket wasn't cleaned enough we were able to remove the part from the bulkhead with a little bit of pressure. The starboard bracket doesn't need to be removed. After removal of the port bracket you will be able to remove the Pitch toque tube at the port side. (The push rod to the elevator should be pushed in aft position during removal) In our case (aircraft was G-KITZ before) the most difficult job was to loosen the bolts from the Pitch toque tube to the flight controlsticks because they were glued with locktite. Regards, Regards, Tim Weert. Heerhugowaard, The Netherlands 460 PH-JAI XS TG 914 AP332 ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Diversion landings Bush and Little Hitlers ! Now Pitch
Torque tube.
Date: Mar 15, 2005
Jeremy, You have mixed the Descriptions and Part Numbers. TP 10's are the tail plane torque tube nylon bushes. If you mean the long pitch push tube which passes under the tank down the tunnel, just musing about this I'd say if you have the luggage bay mod. I'd suggest you will have to take it out the rear through the rear bulkhead and fin close out. On the other hand if you mean the Pitch torque tube (CS 10) across the fuselage this is possible since we had a mandatory mod. to do by changing the bearing support caps in it's ends. I would like to know why you need either out ....what can we expect to see on ours? 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 Jeremy Davey Subject: RE: Europa-List: Diversion landings "Hmm, but then again you don't have to put up with Bush..." Sadly, Tom, I'm afraid we do! :-) And his friend, Blair. Come the Revolution! On a more Europa-oriented topic - I've got to remove my TP10 (the pitch torque tube under the fuel tank). Has anyone out there done this and is it as painful a job as it looks like it's going to be? Any tips on the minimum obstructing hardware to remove? Cheers, Jeremy ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Diversion landings Bush and Little Hitlers ! Now
Pitch Torque tube.
Date: Mar 15, 2005
:-) You are quite right, Bob. I meant the CS10. No panic on having to take yours out. Mine needs two lugs adding to it for the pitch servo of the autopilot. Any tips on getting the bugger out as easily as possible? I imagine I need to remove: 1) Remove both the guards that stop the tank hitting the roll link-rod 2) Remove one CS10 support bracket 3) Remove (or just disconnect?) the roll-link rod 4) Disconnect the under-seat pushrods 5) Disconnect the steam pipe to the back end Do the roll arms need to come off their torque-tubes? That strikes me as being the job from hell! Cheers, Jeremy Jeremy Davey Europa Monowheel 537M G-EZZA Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC Member "If you can keep your head when all about you are losing theirs, then it is possible you haven't grasped the severity of the situation." Tail done Standard XS wings with mods underway CM installed in fuse (with airbrakes fittings) 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 R.C.Harrison Subject: Was Europa-List: Diversion landings Bush and Little Hitlers ! Now Pitch Torque tube. Jeremy, You have mixed the Descriptions and Part Numbers. TP 10's are the tail plane torque tube nylon bushes. If you mean the long pitch push tube which passes under the tank down the tunnel, just musing about this I'd say if you have the luggage bay mod. I'd suggest you will have to take it out the rear through the rear bulkhead and fin close out. On the other hand if you mean the Pitch torque tube (CS 10) across the fuselage this is possible since we had a mandatory mod. to do by changing the bearing support caps in it's ends. I would like to know why you need either out ....what can we expect to see on ours? 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 Jeremy Davey Subject: RE: Europa-List: Diversion landings "Hmm, but then again you don't have to put up with Bush..." Sadly, Tom, I'm afraid we do! :-) And his friend, Blair. Come the Revolution! On a more Europa-oriented topic - I've got to remove my TP10 (the pitch torque tube under the fuel tank). Has anyone out there done this and is it as painful a job as it looks like it's going to be? Any tips on the minimum obstructing hardware to remove? Cheers, Jeremy ________________________________________________________________________________
Date: Mar 15, 2005
From: Graham Singleton <graham(at)gflight.f9.co.uk>
Subject: prop balancing (+ Advert)
From: Mark Burton <markb(at)ordern.com> Hi Folks, >> It shouldnt be necessary as they are supposed to be factory balanced. > > The propeller may be well balanced when brand spanking new but by the time it has been attached to the aircraft and a spinner popped on the front it is very likely to need balancing. In the unlikely event that the prop/spinner combo are perfectly balanced to start with, they won't stay that way for ever due to dings on the blades. Apparently, if you take a propeller off and replace it 1/1000" out of centre then that will produce a noticeable amount of vibration. Mark there are a couple of issues here, firstly it's essential to pull the blades out before fully tightening the bolts so that they seat properly in the hub. Also the spinner rarely goes back in the same place. The factory grp backplate is rather floppy, to say the least. I have made graphite epoxy backplates in the past which are at least circular, but they can never be perfectly balanced. I have bought one of Marks prop balancers, to balance the wooden prop on my Long EZ, so I can help people not too far from Derbyshire balance their prop. No doubt there will be something of a learning curve ;-) Graham ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: removing Pitch toque tube
Date: Mar 15, 2005
Thanks, Tim! Did the arms to the roll torque-tubes have to come off, too? 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 Tim Weert Subject: Re: Europa-List: removing Pitch toque tube Hi Jeremy, I have done this job a few month ago because I had to repaint the pitch torque tube. It is only possible if you remove all the items above the Pitch toque tube first. Then you remove the Pitch toque tube bracket (port side) with the bearings from the Pitch toque tube, after removing the bolts first. This bracket was glued with epoxy to the bukhead during the building process, but because the alu bracket wasn't cleaned enough we were able to remove the part from the bulkhead with a little bit of pressure. The starboard bracket doesn't need to be removed. After removal of the port bracket you will be able to remove the Pitch toque tube at the port side. (The push rod to the elevator should be pushed in aft position during removal) In our case (aircraft was G-KITZ before) the most difficult job was to loosen the bolts from the Pitch toque tube to the flight controlsticks because they were glued with locktite. Regards, Regards, Tim Weert. Heerhugowaard, The Netherlands 460 PH-JAI XS TG 914 AP332 ________________________________________________________________________________
From: "Tim Weert" <tim.weert(at)hccnet.nl>
Subject: Re: removing Pitch toque tube
Date: Mar 15, 2005
Hi Jeremy, No, the arms may remain in place but the rol push rods (long center en both small at port and starboard side) have to be removed from the roll arm plates. That gave me enough space to manouvre the pitch torque tube out of the fuselage. (You can position the roll arm plates opposite sites if roll push rods are removed) Regards, Tim Weert. Heerhugowaard, The Netherlands 460 PH-JAI XS TG 914 AP332 ----- Original Message ----- From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com> Subject: RE: Europa-List: removing Pitch toque tube > > Thanks, Tim! Did the arms to the roll torque-tubes have to come off, too? > > 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 Tim Weert > To: europa-list(at)matronics.com > Subject: Re: Europa-List: removing Pitch toque tube > > > Hi Jeremy, > > I have done this job a few month ago because I had to repaint the pitch > torque tube. It is only possible if you remove all the items above the > Pitch > > toque tube first. Then you remove the Pitch toque tube bracket (port side) > with the bearings from the Pitch toque tube, after removing the bolts > first. > > This bracket was glued with epoxy to the bukhead during the building > process, but because the alu bracket wasn't cleaned enough we were able to > remove the part from the bulkhead with a little bit of pressure. The > starboard bracket doesn't need to be removed. After removal of the port > bracket you will be able to remove the Pitch toque tube at the port side. > (The push rod to the elevator should be pushed in aft position during > removal) > In our case (aircraft was G-KITZ before) the most difficult job was to > loosen the bolts from the Pitch toque tube to the flight controlsticks > because they were glued with locktite. > > Regards, > > Regards, Tim Weert. > Heerhugowaard, The Netherlands > 460 PH-JAI XS TG 914 AP332 > > > ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Diversion landings Bush and Little Hitlers ! Now
Pitch Torque tube.
Date: Mar 15, 2005
Hi! Jeremy I bedded both my tank guards and the support brackets on redux with a cling film membrane under the guards and brackets to ensure they weren't permanently attached ....just in case ! But mark the positions to replicate them on re-assembly. I would remove all the roll linkage but don't mix it up, mark it to relocate it for putting it back all in the same position. I don't see why the radius arms would need removing. I would make a good effort before I did that. Obviously you need to establish the location of the new lugs before you disturb anything too. 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 Jeremy Davey Subject: RE: Was Europa-List: Diversion landings Bush and Little Hitlers ! Now Pitch Torque tube. :-) You are quite right, Bob. I meant the CS10. No panic on having to take yours out. Mine needs two lugs adding to it for the pitch servo of the autopilot. Any tips on getting the bugger out as easily as possible? I imagine I need to remove: 1) Remove both the guards that stop the tank hitting the roll link-rod 2) Remove one CS10 support bracket 3) Remove (or just disconnect?) the roll-link rod 4) Disconnect the under-seat pushrods 5) Disconnect the steam pipe to the back end Do the roll arms need to come off their torque-tubes? That strikes me as being the job from hell! Cheers, Jeremy ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Diversion landings Bush and Little Hitlers ! Now
Pitch Torque tube.
Date: Mar 15, 2005
Bob and Tim, Thanks for that advice from you both. Looks like this will be easier than I'd feared :-) Not removing the roll arms is a big relief! And I know my tank guards will come off no problem. Interestingly, the lugs are not perpendicular to the CS17 steam pipe at central stick. Looking in there, this is by design. The AP servo lugs will need to be perpendicular - so I've measured up for that, too. All I need now is a second person to work the other end of the screws. Well, my fiance did say she wanted to help out on the plane, and she's handy with a spanner.... Liza, I need help! :-) Cheers, Jeremy Jeremy Davey Europa Monowheel 537M G-EZZA Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC Member If you can keep your head when all about you are losing theirs, then it is possible you haven't grasped the severity of the situation. Tail done Standard XS wings with mods underway CM installed in fuse (with airbrakes fittings) 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 R.C.Harrison Subject: RE: Was Europa-List: Diversion landings Bush and Little Hitlers ! Now Pitch Torque tube. Hi! Jeremy I bedded both my tank guards and the support brackets on redux with a cling film membrane under the guards and brackets to ensure they weren't permanently attached ....just in case ! But mark the positions to replicate them on re-assembly. I would remove all the roll linkage but don't mix it up, mark it to relocate it for putting it back all in the same position. I don't see why the radius arms would need removing. I would make a good effort before I did that. Obviously you need to establish the location of the new lugs before you disturb anything too. 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 Jeremy Davey Subject: RE: Was Europa-List: Diversion landings Bush and Little Hitlers ! Now Pitch Torque tube. :-) You are quite right, Bob. I meant the CS10. No panic on having to take yours out. Mine needs two lugs adding to it for the pitch servo of the autopilot. Any tips on getting the bugger out as easily as possible? I imagine I need to remove: 1) Remove both the guards that stop the tank hitting the roll link-rod 2) Remove one CS10 support bracket 3) Remove (or just disconnect?) the roll-link rod 4) Disconnect the under-seat pushrods 5) Disconnect the steam pipe to the back end Do the roll arms need to come off their torque-tubes? That strikes me as being the job from hell! Cheers, Jeremy ________________________________________________________________________________
From: "Alan Stewart" <alan.stewart(at)blueyonder.co.uk>
Subject: Prop balancing
Date: Mar 15, 2005
0.44 FORGED_OUTLOOK_TAGS Outlook can't send HTML in this format I acknowledge each case is different, however perhaps my experience might be of value. My WD fixed pitch prop did vibrate significantly when first fitted. The classic spinner was solely responsible for this. I could easily confirm by flying spinner-less (to Scotland and back as I recall) with no sign of vibration at all. My 'economical' solution, owing partly to my Glaswegian ancestry, was home grown. I flew about 12 flights (all on the same day), selectively adding penny washers of various weights to the three prominent spinner attachment screws and recording my findings. I finally found a solution that worked. In the subsequent 7 years, I've managed to avoid dinging my prop, and haven't had any significant vibration. Hope this helps, Alan PS. Flying 'au-natural' didn't seem to have very much affect on performance, as I recall. _____ I've stopped 1000's of spam messages. You can too! Get your free, safe spam protection at www.cloudmark.com <http://www.cloudmark.com/spamnet?v1> <http://www.cloudmark.com/> Cloudmark SpamNet - Join the fight against spam! ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 15, 2005
Subject: Re: Arplast info please? Was prop balancing (+ Advert)
In a message dated 3/15/2005 1:02:25 AM Central Standard Time, combined.merchants(at)virgin.net writes: I then changed my prop for an Arplast PV50 VP prop and the vibration was much worse, so I had a go at dynamically balancing it by trial and error by placing washers under the spinner screws and judging whether Hi William: Where can I find information on this Arplast PV50 VP? I just Googled it and all that really turns up are Europa related sites. It appears that a number of Europas may have this baby installed. Is this a 3 blade design? Electric? Seeking Europa XS performance information when bolted to a 912ULS. Happy trails. Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
Date: Mar 15, 2005
Subject: Re: Arplast info please? Was prop balancing (+ Advert)
From: Mark Burton <markb(at)ordern.com>
> Hi William: > Where can I find information on this Arplast PV50 VP? I just Googled it and > all that really turns up are Europa related sites. It appears that a number of > Europas may have this baby installed. Is this a 3 blade design? Electric? Hi Brian, I will answer on William's behalf. The PV50 is a composite 3 blade electric VP prop manufactured by Arplast in France. It is quite popular in Europe because it is light weight, relatively cheap and it performs well. Quite a few are fitted to Europas. Another vendor to look out for is Woodcomp. This company is based in the Czech Republic and have a couple of nice looking electric VP props (along with lots of other propeller designs). From your point of view, it's a shame the USD/EUR exchange rate is so poor. It makes these European offerings relatively expensive. Cheers, Mark ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Arplast info please? Was prop balancing (+ Advert)
Date: Mar 15, 2005
Hi! Brian. Before you "wax lyrical" Please compare props with "WOODCOMP" from Czech Republic. I've been and seen it is good gear and excellent quality go to http://www.woodcomp.cz Their man Jiri Holoubek speaks good English. Regards Bob Harrison G-PTAG Europa 337 MKI/Jabiru 3300 MT CS Prop. -----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: Re: Europa-List: Arplast info please? Was prop balancing (+ Advert) In a message dated 3/15/2005 1:02:25 AM Central Standard Time, combined.merchants(at)virgin.net writes: I then changed my prop for an Arplast PV50 VP prop and the vibration was much worse, so I had a go at dynamically balancing it by trial and error by placing washers under the spinner screws and judging whether Hi William: Where can I find information on this Arplast PV50 VP? I just Googled it and all that really turns up are Europa related sites. It appears that a number of Europas may have this baby installed. Is this a 3 blade design? Electric? Seeking Europa XS performance information when bolted to a 912ULS. Happy trails. Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
Date: Mar 15, 2005
Advert)
Subject: Re: Arplast info please? Was prop balancing (+
Advert)
From: "Fred R. Klein" <fklein(at)orcasonline.com>
Brian, I forward the following info on Arplast props plus some of the info I've uncovered in my own prop qwest: >> - Jerry Davis @ Lyndhurst Touchdown Services, reps for Arplast Propellers: >> this unit is being used in several Europas; blade profiles & twist unknown. >> PV50 propellers are designed for use on experimental and similar aircraft. >> They are not certified. There are around 250 propellers fitted to 912, 912S >> and 914 engines. We now offer a constant speed controller designed and >> manufactured in the UK. Prices are as follows: >> >> Propeller less controller is 2700 Euros $3500 >> Paint option 130 Euros $170 >> Standard controller is 150 Euros $195 >> Constant Speed controllers is 475 Pounds $880 >> Optional manifold pressure sensor is 55 Pounds $100 >> >> All plus shipping. Prices in dollars are approximate. For a CS version with >> MAP sensor and black blades price would be around $4480 + shipping. >> >> Propellers are available in Black, Red, White and Grey. For the non black >> props the backs of the blades are painted matt black with an aerosol. This >> matt black is not very durable so for the paint option extra the back of the >> blade can be painted in a two pack Satin black polyurethane paint which is >> durable. The black blades do not require this option. > >> best regards Jerry Davis >> >> Managing Director >> Lyndhurst Touchdown Services Ltd >> jerry@ban-bi.com My decision on propellers (as yet undetermined) is being influenced by some info and concern about blade design which I share as follows: > - THE WARPDRIVE BLADES > > The WarpDrive blade is a quality product w/ many fine characteristics; > however, it suffers in a high-cruise-speed situation. All WarpDrive blades are > from the same mold and blade length is varied by trimming. Consequently, > for a given application, it is not possible to optomise and provide the > correct amount of blade area, disc area, pitch, pitch distribution etc, etc. > The design was optimised for 72" to 84" prop diameters, engines in the 80-100 > hp range, flying at 100-125 mph cruise speeds. At full length the blades have > a twist of 20 degrees; when cut down for the 64" dia. Europa application, the > blade twist reduces to 13 degrees. > > - quote from Glenn Crowder, Europa pilot, Golden, CO > >> The twist is important on your application because as you approach the fast >> part of the flight envelope, the inboard sections of the prop begin to go >> into beta mode. This means the air is being accelerated over the lower >> camber faster than over the upper camber, essentially making reverse thrust >> (or at least making enough drag to be the main factor in acheiving >> equilibium - no more acceleration). For airplanes in the 135 mph >> range, a proper design might have about 40 - 50 degrees of twist from the >> tip to the most inboard definable sections. A Warp, at 64" has about 13 >> degrees. So, the lack of twist on the Warp and the resulting drag on the >> inboard stations is certainly slowing you down but there is NO off the shelf >> design out there yet that can well accomodate your plane. > > - quote from Stuart Gort, President, PowerFin Props > I queried Airmaster in this regard as follows: > >> Hi Martin, >> >> As I've proceeded w/ various threads of enquiry as to prop selection for my >> Europa XS mono, I've been given some disappointing comments about the Warp >> Drive blades; namely, that they have insufficient twist which imparts >> negative >> thrust along the inner portions of the blades when the pitch controller sets >> the coarse pitch for max. efficiency and fuel economy (i.e., min. propeller >> rpm) in the higher speed ranges. >> >> One Europa flyer/owner claims that this drawback of the Warp Drive blades was >> evident when he switched to a fixed pitch, 3 bladed, 64 x 62 wood prop and >> achieved a 20 mph increase in speed at cruise, other conditions being equal. >> (This example did not involve the Airmaster hub, but rather an NSI hub w/ WD >> blades). >> >> Do you think this is a fair criticism of the Warp Drive blades?..and, if so, >> was it something you considered and felt you could live with given the other >> excellent characteristics of the WD blades? >> >> Fred >> >> - hoping to achieve the Europa-advertised 200 mph! > I received the following response from Airmaster: >> Dear Mr Klein >> >> The issue of blade design is an interesting one and I am sure you will find >> a variety of opinions on it. >> >> I do not doubt that the WD design could be improved apon if sufficient >> knowledge and money was applied to it. However the performance from them is >> not as bad as you may have been told. >> >> I know that Europa have always favoured the WD blades even when they had >> many other types to choose from. I would question the ability of a fixed >> pitch prop to gain 20 mph over the Airmaster. >> >> Tests we conducted with Europa USA using a monowheel 914 with the Airmaster >> compared to a Whirlwind 2 blade. The two blade was designed specifically to >> compete on the Europa and so should be as good as it gets. >> >> There was no reported difference between the two at sea level up to 5000 ft >> (where most of your flying is done) and a few knots at 15000ft due to the >> Whirlwinds comparatively large blades. >> >> In all other regards the WD have been outstanding in terms of reliability >> and wear. >> >> We may test other blades in the future but for the present we have been >> asked to stick with Warpdrive. >> >> Regards >> Martin Eskildsen >> General Manager >> >> Airmaster Propellers Ltd Brian...I believe but cannot confirm that the twist in the blade design on the Arplast prop is greater than that of the WarpDrive blade. Fred A194 on 3/15/05 12:36 PM, EuropaXSA276(at)aol.com at EuropaXSA276(at)aol.com wrote: > > In a message dated 3/15/2005 1:02:25 AM Central Standard Time, > combined.merchants(at)virgin.net writes: > I then changed my prop for an Arplast PV50 VP prop and the > vibration was much worse, so I had a go at dynamically balancing it by trial > and error by placing washers under the spinner screws and judging whether > Hi William: > Where can I find information on this Arplast PV50 VP? I just Googled it and > all that really turns up are Europa related sites. It appears that a number of > Europas may have this baby installed. Is this a 3 blade design? Electric? > > Seeking Europa XS performance information when bolted to a 912ULS. > > Happy trails. > > Brian Skelly > Texas ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: Over Voltage
Date: Mar 15, 2005
Hi All, I have been wondering if an over voltage protection circuit is widely used in the Europa community. I have been recently reading on the Aeroelectric forum of the ups and downs of it, as well as competing designs. It is a little difficult to take the good ideas of many and the requirements of Rotax and graft them all together to make a reliable and safe design and know that it will work without equipment damage when called upon. (whew what a run on sentence) I was thinking that if I used Eric Jones' overvoltage module, that is "more polite" as he puts it, meaning not putting a direct short on the buss to trip a breaker, and incorperating it into something similar to Bob's newer Z16 schematic that is for the Rotax, it might be the ideal situation. Could one just forget all this and depend on the fuses in the diagram as per Europa? see figure Z-16 at http://www.aeroelectric.com/articles.html The kinder and gentler ovm at http://www.periheliondesign.com/LOVM.htm Troy Maynor N120EU Europa Monowheel Classic Left to finish: Paint,interior,engine install, wiring. ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Arplast info please? Was prop balancing (+ Advert)
Date: Mar 15, 2005
<> It has. The Arplast has about 6 degrees more twist than the Warp Drive. There is now also a revised "faster" version of the Arplast that has yet more twist and apparently works well on the BanBi. However, it's not for "...slow girlie Europas...." apparently, although no-one has actually tried it on a Europa. Good luck with finding a distributor in the US! Manufacturer of a similar prop (i.e. with similar twist to the revised faster Arplast blade) can be found at http://www.avtek.it/html/eliche.html#E2 although their new "Bayblade" is not shown at that website. Duncan McF. ----- Original Message ----- From: "Fred R. Klein" <fklein(at)orcasonline.com> Subject: Re: Europa-List: Arplast info please? Was prop balancing (+ Advert) > > Brian, > > I forward the following info on Arplast props plus some of the info I've > uncovered in my own prop qwest: > > >> - Jerry Davis @ Lyndhurst Touchdown Services, reps for Arplast Propellers: > > >> this unit is being used in several Europas; blade profiles & twist unknown. > >> PV50 propellers are designed for use on experimental and similar aircraft. > >> They are not certified. There are around 250 propellers fitted to 912, 912S > >> and 914 engines. We now offer a constant speed controller designed and > >> manufactured in the UK. Prices are as follows: > >> > >> Propeller less controller is 2700 Euros $3500 > >> Paint option 130 Euros $170 > >> Standard controller is 150 Euros $195 > >> Constant Speed controllers is 475 Pounds $880 > >> Optional manifold pressure sensor is 55 Pounds $100 > >> > >> All plus shipping. Prices in dollars are approximate. For a CS version with > >> MAP sensor and black blades price would be around $4480 + shipping. > >> > >> Propellers are available in Black, Red, White and Grey. For the non black > >> props the backs of the blades are painted matt black with an aerosol. This > >> matt black is not very durable so for the paint option extra the back of the > >> blade can be painted in a two pack Satin black polyurethane paint which is > >> durable. The black blades do not require this option. > > > >> best regards Jerry Davis > >> > >> Managing Director > >> Lyndhurst Touchdown Services Ltd > >> jerry@ban-bi.com > > My decision on propellers (as yet undetermined) is being influenced by some > info and concern about blade design which I share as follows: > > > - THE WARPDRIVE BLADES > > > > The WarpDrive blade is a quality product w/ many fine characteristics; > > however, it suffers in a high-cruise-speed situation. All WarpDrive blades are > > from the same mold and blade length is varied by trimming. Consequently, > > for a given application, it is not possible to optomise and provide the > > correct amount of blade area, disc area, pitch, pitch distribution etc, etc. > > The design was optimised for 72" to 84" prop diameters, engines in the 80-100 > > hp range, flying at 100-125 mph cruise speeds. At full length the blades have > > a twist of 20 degrees; when cut down for the 64" dia. Europa application, the > > blade twist reduces to 13 degrees. > > > > - quote from Glenn Crowder, Europa pilot, Golden, CO > > > >> The twist is important on your application because as you approach the fast > >> part of the flight envelope, the inboard sections of the prop begin to go > >> into beta mode. This means the air is being accelerated over the lower > >> camber faster than over the upper camber, essentially making reverse thrust > >> (or at least making enough drag to be the main factor in acheiving > >> equilibium - no more acceleration). For airplanes in the 135 mph > >> range, a proper design might have about 40 - 50 degrees of twist from the > >> tip to the most inboard definable sections. A Warp, at 64" has about 13 > >> degrees. So, the lack of twist on the Warp and the resulting drag on the > >> inboard stations is certainly slowing you down but there is NO off the shelf > >> design out there yet that can well accomodate your plane. > > > > - quote from Stuart Gort, President, PowerFin Props > > > > I queried Airmaster in this regard as follows: > > > >> Hi Martin, > >> > >> As I've proceeded w/ various threads of enquiry as to prop selection for my > >> Europa XS mono, I've been given some disappointing comments about the Warp > >> Drive blades; namely, that they have insufficient twist which imparts > >> negative > >> thrust along the inner portions of the blades when the pitch controller sets > >> the coarse pitch for max. efficiency and fuel economy (i.e., min. propeller > >> rpm) in the higher speed ranges. > >> > >> One Europa flyer/owner claims that this drawback of the Warp Drive blades was > >> evident when he switched to a fixed pitch, 3 bladed, 64 x 62 wood prop and > >> achieved a 20 mph increase in speed at cruise, other conditions being equal. > >> (This example did not involve the Airmaster hub, but rather an NSI hub w/ WD > >> blades). > >> > >> Do you think this is a fair criticism of the Warp Drive blades?..and, if so, > >> was it something you considered and felt you could live with given the other > >> excellent characteristics of the WD blades? > >> > >> Fred > >> > >> - hoping to achieve the Europa-advertised 200 mph! > > > > I received the following response from Airmaster: > > > >> Dear Mr Klein > >> > >> The issue of blade design is an interesting one and I am sure you will find > >> a variety of opinions on it. > >> > >> I do not doubt that the WD design could be improved apon if sufficient > >> knowledge and money was applied to it. However the performance from them is > >> not as bad as you may have been told. > >> > >> I know that Europa have always favoured the WD blades even when they had > >> many other types to choose from. I would question the ability of a fixed > >> pitch prop to gain 20 mph over the Airmaster. > >> > >> Tests we conducted with Europa USA using a monowheel 914 with the Airmaster > >> compared to a Whirlwind 2 blade. The two blade was designed specifically to > >> compete on the Europa and so should be as good as it gets. > >> > >> There was no reported difference between the two at sea level up to 5000 ft > >> (where most of your flying is done) and a few knots at 15000ft due to the > >> Whirlwinds comparatively large blades. > >> > >> In all other regards the WD have been outstanding in terms of reliability > >> and wear. > >> > >> We may test other blades in the future but for the present we have been > >> asked to stick with Warpdrive. > >> > >> Regards > >> Martin Eskildsen > >> General Manager > >> > >> Airmaster Propellers Ltd > > Brian...I believe but cannot confirm that the twist in the blade design on > the Arplast prop is greater than that of the WarpDrive blade. > > Fred > A194 > > on 3/15/05 12:36 PM, EuropaXSA276(at)aol.com at EuropaXSA276(at)aol.com wrote: > > > > > In a message dated 3/15/2005 1:02:25 AM Central Standard Time, > > combined.merchants(at)virgin.net writes: > > I then changed my prop for an Arplast PV50 VP prop and the > > vibration was much worse, so I had a go at dynamically balancing it by trial > > and error by placing washers under the spinner screws and judging whether > > Hi William: > > Where can I find information on this Arplast PV50 VP? I just Googled it and > > all that really turns up are Europa related sites. It appears that a number of > > Europas may have this baby installed. Is this a 3 blade design? Electric? > > > > Seeking Europa XS performance information when bolted to a 912ULS. > > > > Happy trails. > > > > Brian Skelly > > Texas > > ________________________________________________________________________________
From: "William Mills" <combined.merchants(at)virgin.net>
Subject: Re: Arplast info please? Was prop balancing (+ Advert)
Date: Mar 15, 2005
Hi Brian, The Arplast PV 50 is manufactured in France and there are a number of them fitted to Europas in the UK. It is an electrically driven VP three blade prop. There is also another similar three blade prop made in the Czech Republic called a Woodcomp or Kremen. This one has now been fitted to several Europas and is available as a constant speed prop. Very good value. Google will find Kremen or Woodcomp, but I don't think Arplast has a web site. Best wishes, William ----- Original Message ----- From: <EuropaXSA276(at)aol.com> Subject: Re: Europa-List: Arplast info please? Was prop balancing (+ Advert) > > In a message dated 3/15/2005 1:02:25 AM Central Standard Time, > combined.merchants(at)virgin.net writes: > I then changed my prop for an Arplast PV50 VP prop and the > vibration was much worse, so I had a go at dynamically balancing it by trial > and error by placing washers under the spinner screws and judging whether > Hi William: > Where can I find information on this Arplast PV50 VP? I just Googled it and > all that really turns up are Europa related sites. It appears that a number of > Europas may have this baby installed. Is this a 3 blade design? Electric? > > Seeking Europa XS performance information when bolted to a 912ULS. > > Happy trails. > > Brian Skelly > Texas > Europa # A276 TriGear > See My build photos at: > http://www.europaowners.org/BrianS > > ________________________________________________________________________________
Subject: Re: Over Voltage
Date: Mar 16, 2005
From: "Jos Okhuijsen" <josok-e(at)ukolo.fi>
About a year aga there was a thread with the same subject. In my humble opinion there is very little chance of a dangerous over voltage situation with the Rotax standard design. If it ever should happen then there is time enough to switch the generator off before any damage occurs manually. Any added circuitry has its own added failure possibility. The end result could well be worse then the simple, clean design which is laying in front of you. Regards, Jos Okhuijsen ________________________________________________________________________________
From: "GLENN CROWDER" <gcrowder2(at)hotmail.com>
Subject: Re: Arplast info please? Was prop balancing (+ Advert)
Date: Mar 15, 2005
Hey Fred! The 20 mph speed increase I observed with the Catto 64 x 62 3 blade is real (at least on my 125 hp Soob). Don't forget that you will be pushing an additional 25% power thru the blades than any of these units were designed for so even if you find the perfect prop for a 100 hp 912S, you will be underpropped on your Honda VTEC! Glenn Crowder >From: "Fred R. Klein" <fklein(at)orcasonline.com> >Reply-To: europa-list(at)matronics.com >To: >Subject: Re: Europa-List: Arplast info please? Was prop balancing (+ > Advert) >Date: Tue, 15 Mar 2005 13:21:35 -0800 Advert) > > >Brian, > >I forward the following info on Arplast props plus some of the info I've >uncovered in my own prop qwest: > > >> - Jerry Davis @ Lyndhurst Touchdown Services, reps for Arplast >Propellers: > > >> this unit is being used in several Europas; blade profiles & twist >unknown. > >> PV50 propellers are designed for use on experimental and similar >aircraft. > >> They are not certified. There are around 250 propellers fitted to 912, >912S > >> and 914 engines. We now offer a constant speed controller designed and > >> manufactured in the UK. Prices are as follows: > >> > >> Propeller less controller is 2700 Euros $3500 > >> Paint option 130 Euros $170 > >> Standard controller is 150 Euros $195 > >> Constant Speed controllers is 475 Pounds $880 > >> Optional manifold pressure sensor is 55 Pounds $100 > >> > >> All plus shipping. Prices in dollars are approximate. For a CS version >with > >> MAP sensor and black blades price would be around $4480 + shipping. > >> > >> Propellers are available in Black, Red, White and Grey. For the non >black > >> props the backs of the blades are painted matt black with an aerosol. >This > >> matt black is not very durable so for the paint option extra the back >of the > >> blade can be painted in a two pack Satin black polyurethane paint which >is > >> durable. The black blades do not require this option. > > > >> best regards Jerry Davis > >> > >> Managing Director > >> Lyndhurst Touchdown Services Ltd > >> jerry@ban-bi.com > >My decision on propellers (as yet undetermined) is being influenced by some >info and concern about blade design which I share as follows: > > > - THE WARPDRIVE BLADES > > > > The WarpDrive blade is a quality product w/ many fine characteristics; > > however, it suffers in a high-cruise-speed situation. All WarpDrive >blades are > > from the same mold and blade length is varied by trimming. Consequently, > > for a given application, it is not possible to optomise and provide the > > correct amount of blade area, disc area, pitch, pitch distribution etc, >etc. > > The design was optimised for 72" to 84" prop diameters, engines in the >80-100 > > hp range, flying at 100-125 mph cruise speeds. At full length the blades >have > > a twist of 20 degrees; when cut down for the 64" dia. Europa >application, the > > blade twist reduces to 13 degrees. > > > > - quote from Glenn Crowder, Europa pilot, Golden, CO > > > >> The twist is important on your application because as you approach the >fast > >> part of the flight envelope, the inboard sections of the prop begin to >go > >> into beta mode. This means the air is being accelerated over the lower > >> camber faster than over the upper camber, essentially making reverse >thrust > >> (or at least making enough drag to be the main factor in acheiving > >> equilibium - no more acceleration). For airplanes in the 135 mph > >> range, a proper design might have about 40 - 50 degrees of twist from >the > >> tip to the most inboard definable sections. A Warp, at 64" has about 13 > >> degrees. So, the lack of twist on the Warp and the resulting drag on >the > >> inboard stations is certainly slowing you down but there is NO off the >shelf > >> design out there yet that can well accomodate your plane. > > > > - quote from Stuart Gort, President, PowerFin Props > > > >I queried Airmaster in this regard as follows: > > > >> Hi Martin, > >> > >> As I've proceeded w/ various threads of enquiry as to prop selection >for my > >> Europa XS mono, I've been given some disappointing comments about the >Warp > >> Drive blades; namely, that they have insufficient twist which imparts > >> negative > >> thrust along the inner portions of the blades when the pitch controller >sets > >> the coarse pitch for max. efficiency and fuel economy (i.e., min. >propeller > >> rpm) in the higher speed ranges. > >> > >> One Europa flyer/owner claims that this drawback of the Warp Drive >blades was > >> evident when he switched to a fixed pitch, 3 bladed, 64 x 62 wood prop >and > >> achieved a 20 mph increase in speed at cruise, other conditions being >equal. > >> (This example did not involve the Airmaster hub, but rather an NSI hub >w/ WD > >> blades). > >> > >> Do you think this is a fair criticism of the Warp Drive blades?..and, >if so, > >> was it something you considered and felt you could live with given the >other > >> excellent characteristics of the WD blades? > >> > >> Fred > >> > >> - hoping to achieve the Europa-advertised 200 mph! > > > > I received the following response from Airmaster: > > > >> Dear Mr Klein > >> > >> The issue of blade design is an interesting one and I am sure you will >find > >> a variety of opinions on it. > >> > >> I do not doubt that the WD design could be improved apon if sufficient > >> knowledge and money was applied to it. However the performance from >them is > >> not as bad as you may have been told. > >> > >> I know that Europa have always favoured the WD blades even when they >had > >> many other types to choose from. I would question the ability of a >fixed > >> pitch prop to gain 20 mph over the Airmaster. > >> > >> Tests we conducted with Europa USA using a monowheel 914 with the >Airmaster > >> compared to a Whirlwind 2 blade. The two blade was designed >specifically to > >> compete on the Europa and so should be as good as it gets. > >> > >> There was no reported difference between the two at sea level up to >5000 ft > >> (where most of your flying is done) and a few knots at 15000ft due to >the > >> Whirlwinds comparatively large blades. > >> > >> In all other regards the WD have been outstanding in terms of >reliability > >> and wear. > >> > >> We may test other blades in the future but for the present we have been > >> asked to stick with Warpdrive. > >> > >> Regards > >> Martin Eskildsen > >> General Manager > >> > >> Airmaster Propellers Ltd > >Brian...I believe but cannot confirm that the twist in the blade design on >the Arplast prop is greater than that of the WarpDrive blade. > >Fred >A194 > >on 3/15/05 12:36 PM, EuropaXSA276(at)aol.com at EuropaXSA276(at)aol.com wrote: > > > > > In a message dated 3/15/2005 1:02:25 AM Central Standard Time, > > combined.merchants(at)virgin.net writes: > > I then changed my prop for an Arplast PV50 VP prop and the > > vibration was much worse, so I had a go at dynamically balancing it by >trial > > and error by placing washers under the spinner screws and judging >whether > > Hi William: > > Where can I find information on this Arplast PV50 VP? I just Googled it >and > > all that really turns up are Europa related sites. It appears that a >number of > > Europas may have this baby installed. Is this a 3 blade design? >Electric? > > > > Seeking Europa XS performance information when bolted to a 912ULS. > > > > Happy trails. > > > > Brian Skelly > > Texas > > ________________________________________________________________________________
From: "Erich Trombley" <erichdtrombley(at)juno.com>
Date: Mar 16, 2005
Subject: Vent lines and the 914
Can anyone flying with the 914 tell me if they have routed their vent lines from the Oil sump and air box so that they terminate just above the air filter? I have seen a picture of this somewhere and was wondering if this has worked well. I seem to get quite a bit of oil collecting on the belly of the plane and have traced it to the vent lines. I was hoping that by rerouting the lines to the air filter, thus allowing the oil to be consumed by the engine would mitigate the problem. Any thoughts? My only real concern is contaminating the air filter with engine oil. Kind regards, 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! ________________________________________________________________________________
From: "david MILNER" <dave(at)wmilner.fsnet.co.uk>
Subject: Re: Vent lines and the 914
Date: Mar 16, 2005
Erich, It is normal in automotive practice to vent the crankcase to the carb side of the air filtern not the atmospheric side. This prevents contamination of the air filter. Some points to bear in mind :- Oil vapour through the carb effectivley reduces the octane rating of the fuel so is best avoided if possible. Performance auto engines use a catch tank. Heavy breathing of an engine may indicate excessive wear in the cylinder bore/ pison rings. Maybe a compression check might be in order, this assumes your engine is past the "running in" stage. Regards Dave Milner Classic mono ----- Original Message ----- From: "Erich Trombley" <erichdtrombley(at)juno.com> Subject: Europa-List: Vent lines and the 914 > > > Can anyone flying with the 914 tell me if they have routed their vent lines from > the Oil sump and air box so that they terminate just above the air filter? I > have seen a picture of this somewhere and was wondering if this has worked well. > I seem to get quite a bit of oil collecting on the belly of the plane and have > traced it to the vent lines. I was hoping that by rerouting the lines to the > air filter, thus allowing the oil to be consumed by the engine would mitigate > the problem. Any thoughts? My only real concern is contaminating the air > filter with engine oil. > > Kind regards, > > 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! > > ________________________________________________________________________________
From: "Kingsley Hurst" <hurstkr(at)growzone.com.au>
Subject: Re: Over Voltage
Date: Mar 16, 2005
Troy, > I have been wondering if an over voltage protection circuit is widely used > in the Europa community. I expect Nigel Charles may answer this query but there is a PFA approved mod on the Europa Club website describing crowbar OV protection for both field excited alternators and dynamos. Both are treated differently. > I have been recently reading on the Aeroelectric forum of the ups and > downs of it, as well as competing designs. The OV protection / Load Dump scenario that has been discussed on the A.E. list for ages now pertains only to field excitable alternators and especially to those with internal regulators. Dynamo type alternators like the one on the Rotax don't have the same characteristics and the shorting out to ground of the buss during an OV event does not have the same affect on the output of the dynamo as does on the set-up with the automotive type alternators. As far as I can ascertain, it should be perfectly safe to use the crowbar mod if you are using the standard Rotax alternator. I am taking the plunge anyway. Regs Kingsley Hurst Mono Classic 281 in Oz ________________________________________________________________________________
From: owner-europa-list-server(at)matronics.com
Subject: Wiring Intercom/VHF Comm.
Date: Mar 16, 2005
Hi all. I have ended up in a corner in my futile attempt to connect my PM1000 Intercom to the radio/aircraft systems. The wiring diagram for the Intercom is clear enough, but the diagram for my ICOM -A200 is at a loss to describe "Phone Hi" or "Phone Lo" - or "Mic Audio Lo"/"Mic Audio Hi" on the Molex connector. For example, Pin # 17 on the PM1000 should be connected to "AUX Headphone Jack" and branched to "Aircraft Radio Phone Hi" - while pin # 4 should go to the same jack and branched to " Aircraft Radio Phone Lo". During my search I contacted Icom's technical support, but to no avail, they were not able to answer my queeries. Thus my humble question to the knowledgeable among you: Which pins on the ICOM Molex Connector should be used for these wires? Cheers, Hans. #334 in Norway. hansjd(at)online.no ________________________________________________________________________________
From: "Carl Pattinson" <carl(at)flyers.freeserve.co.uk>
Subject: Re: Wiring Intercom/VHF Comm.
Date: Mar 31, 2005
Silly question perhaps but why did you not decide to use the built in intercom that the IC200 has. I have the wiring disgrams and will look at it if you like but suspect they will be the same as yours. For reasons I wont go into on the board I am now wanting to install a separate intercom so any information you can get would be of interest. BTW who is your intercom made by. ----- Original Message ----- From: <owner-europa-list-server(at)matronics.com> Subject: Europa-List: Wiring Intercom/VHF Comm. > > Hi all. > > I have ended up in a corner in my futile attempt to connect my PM1000 > Intercom to the radio/aircraft systems. The wiring diagram for the > Intercom is clear enough, but the diagram for my ICOM -A200 is at a loss > to describe "Phone Hi" or "Phone Lo" - or "Mic Audio Lo"/"Mic Audio Hi" on > the Molex connector. For example, Pin # 17 on the PM1000 should be > connected to "AUX Headphone Jack" and branched to "Aircraft Radio Phone > Hi" - while pin # 4 should go to the same jack and branched to " Aircraft > Radio Phone Lo". > > During my search I contacted Icom's technical support, but to no > avail, they were not able to answer my queeries. Thus my humble question > to the knowledgeable among you: Which pins on the ICOM Molex Connector > should be used for these wires? > > Cheers, > Hans. #334 in Norway. hansjd(at)online.no > > > ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Arplast info please? Was prop balancing (+ Advert)
Date: Mar 16, 2005
As regards the Woodcomp (nee Kremen), performance data is shown at: http://www.sebestair.de/sebnav/frameset_prop.htm However, the cruise speed of the Europa puts the operating point way off to the top right of the diagram, well beyond the range of data presented. Of course, with the eye-of-faith one can project ruthlessly the data, but to any conclusion you like! It does perhaps show that the original design was meant for slower aircraft. However, users of the prop in the UK report good results; don't they Bryan? Bryan?? Duncan McF. ----- Original Message ----- From: "Fred R. Klein" <fklein(at)orcasonline.com> Subject: Re: Europa-List: Arplast info please? Was prop balancing (+ Advert) > > Brian, > > I forward the following info on Arplast props plus some of the info I've > uncovered in my own prop qwest: > > >> - Jerry Davis @ Lyndhurst Touchdown Services, reps for Arplast Propellers: > > >> this unit is being used in several Europas; blade profiles & twist unknown. > >> PV50 propellers are designed for use on experimental and similar aircraft. > >> They are not certified. There are around 250 propellers fitted to 912, 912S > >> and 914 engines. We now offer a constant speed controller designed and > >> manufactured in the UK. Prices are as follows: > >> > >> Propeller less controller is 2700 Euros $3500 > >> Paint option 130 Euros $170 > >> Standard controller is 150 Euros $195 > >> Constant Speed controllers is 475 Pounds $880 > >> Optional manifold pressure sensor is 55 Pounds $100 > >> > >> All plus shipping. Prices in dollars are approximate. For a CS version with > >> MAP sensor and black blades price would be around $4480 + shipping. > >> > >> Propellers are available in Black, Red, White and Grey. For the non black > >> props the backs of the blades are painted matt black with an aerosol. This > >> matt black is not very durable so for the paint option extra the back of the > >> blade can be painted in a two pack Satin black polyurethane paint which is > >> durable. The black blades do not require this option. > > > >> best regards Jerry Davis > >> > >> Managing Director > >> Lyndhurst Touchdown Services Ltd > >> jerry@ban-bi.com > > My decision on propellers (as yet undetermined) is being influenced by some > info and concern about blade design which I share as follows: > > > - THE WARPDRIVE BLADES > > > > The WarpDrive blade is a quality product w/ many fine characteristics; > > however, it suffers in a high-cruise-speed situation. All WarpDrive blades are > > from the same mold and blade length is varied by trimming. Consequently, > > for a given application, it is not possible to optomise and provide the > > correct amount of blade area, disc area, pitch, pitch distribution etc, etc. > > The design was optimised for 72" to 84" prop diameters, engines in the 80-100 > > hp range, flying at 100-125 mph cruise speeds. At full length the blades have > > a twist of 20 degrees; when cut down for the 64" dia. Europa application, the > > blade twist reduces to 13 degrees. > > > > - quote from Glenn Crowder, Europa pilot, Golden, CO > > > >> The twist is important on your application because as you approach the fast > >> part of the flight envelope, the inboard sections of the prop begin to go > >> into beta mode. This means the air is being accelerated over the lower > >> camber faster than over the upper camber, essentially making reverse thrust > >> (or at least making enough drag to be the main factor in acheiving > >> equilibium - no more acceleration). For airplanes in the 135 mph > >> range, a proper design might have about 40 - 50 degrees of twist from the > >> tip to the most inboard definable sections. A Warp, at 64" has about 13 > >> degrees. So, the lack of twist on the Warp and the resulting drag on the > >> inboard stations is certainly slowing you down but there is NO off the shelf > >> design out there yet that can well accomodate your plane. > > > > - quote from Stuart Gort, President, PowerFin Props > > > > I queried Airmaster in this regard as follows: > > > >> Hi Martin, > >> > >> As I've proceeded w/ various threads of enquiry as to prop selection for my > >> Europa XS mono, I've been given some disappointing comments about the Warp > >> Drive blades; namely, that they have insufficient twist which imparts > >> negative > >> thrust along the inner portions of the blades when the pitch controller sets > >> the coarse pitch for max. efficiency and fuel economy (i.e., min. propeller > >> rpm) in the higher speed ranges. > >> > >> One Europa flyer/owner claims that this drawback of the Warp Drive blades was > >> evident when he switched to a fixed pitch, 3 bladed, 64 x 62 wood prop and > >> achieved a 20 mph increase in speed at cruise, other conditions being equal. > >> (This example did not involve the Airmaster hub, but rather an NSI hub w/ WD > >> blades). > >> > >> Do you think this is a fair criticism of the Warp Drive blades?..and, if so, > >> was it something you considered and felt you could live with given the other > >> excellent characteristics of the WD blades? > >> > >> Fred > >> > >> - hoping to achieve the Europa-advertised 200 mph! > > > > I received the following response from Airmaster: > > > >> Dear Mr Klein > >> > >> The issue of blade design is an interesting one and I am sure you will find > >> a variety of opinions on it. > >> > >> I do not doubt that the WD design could be improved apon if sufficient > >> knowledge and money was applied to it. However the performance from them is > >> not as bad as you may have been told. > >> > >> I know that Europa have always favoured the WD blades even when they had > >> many other types to choose from. I would question the ability of a fixed > >> pitch prop to gain 20 mph over the Airmaster. > >> > >> Tests we conducted with Europa USA using a monowheel 914 with the Airmaster > >> compared to a Whirlwind 2 blade. The two blade was designed specifically to > >> compete on the Europa and so should be as good as it gets. > >> > >> There was no reported difference between the two at sea level up to 5000 ft > >> (where most of your flying is done) and a few knots at 15000ft due to the > >> Whirlwinds comparatively large blades. > >> > >> In all other regards the WD have been outstanding in terms of reliability > >> and wear. > >> > >> We may test other blades in the future but for the present we have been > >> asked to stick with Warpdrive. > >> > >> Regards > >> Martin Eskildsen > >> General Manager > >> > >> Airmaster Propellers Ltd > > Brian...I believe but cannot confirm that the twist in the blade design on > the Arplast prop is greater than that of the WarpDrive blade. > > Fred > A194 > > on 3/15/05 12:36 PM, EuropaXSA276(at)aol.com at EuropaXSA276(at)aol.com wrote: > > > > > In a message dated 3/15/2005 1:02:25 AM Central Standard Time, > > combined.merchants(at)virgin.net writes: > > I then changed my prop for an Arplast PV50 VP prop and the > > vibration was much worse, so I had a go at dynamically balancing it by trial > > and error by placing washers under the spinner screws and judging whether > > Hi William: > > Where can I find information on this Arplast PV50 VP? I just Googled it and > > all that really turns up are Europa related sites. It appears that a number of > > Europas may have this baby installed. Is this a 3 blade design? Electric? > > > > Seeking Europa XS performance information when bolted to a 912ULS. > > > > Happy trails. > > > > Brian Skelly > > Texas > > ________________________________________________________________________________
Date: Mar 16, 2005
From: Jan de Jong <jan.de.jong(at)xs4all.nl>
Subject: Re: Over Voltage
> > >Could one just forget all this and depend on the fuses in the diagram as per >Europa? > This has been discussed here before, I think. The regulator failing, sometimes regularly, was reported by several people. Overvoltage seems to be rare. There was a report of an overvoltage crowbar being triggered if I am not mistaken, but I don't think there has been a report of an unprotected overvoltage fault. The peak-to-peak no-load voltage available at high rpm is close to 100V. More likely is an unprotected end result in the area of 30-35V with a 45-50V peak-to-peak ripple (effective ac, bridge rectified, at high rpm) and only when the battery has given up and the capacitor has popped. An RG battery is supposed to boil dry and develop very high internal resistance which keeps it from melting its case I understand. But that may take a while using only 250W and who knows by what trajectory the voltage develops towards the end result. How much time there is if/when an OV fault occurs, which would depend on the state of the battery, has not been tested as far as I know. Bob Nuckols thinks OV protection is necessary. In the absence of evidence to the contrary I will go with that (probably using Eric Jones' device). The alternative is a "loud" OV warning and quick human action. And one should always have a "loud" low-voltage warning too ofcourse. All still theory for me though. I better get back to my wings. Jan de Jong 461 ________________________________________________________________________________
Date: Mar 16, 2005
From: D Wysong <hdwysong(at)gmail.com>
Subject: capacitors across Rotax 914 fuel pumps?
Did any of your 914 drivers install capacitors across your fuel pump leads as shown on P.75 of the installation manual (05/10/1996 rev). If so, what size... and why? Thanks for any info you can provide. D Wysong ________________________________________________________________________________
From: MJKTuck(at)cs.com
Date: Mar 16, 2005
Subject: Re: Wiring Intercom/VHF Comm.
Hi Hans, I've just finished wiring up an Icom A-200 in my panel and hooked it to a Flightcom 403mc intercom - mainly because I've heard the A-200 inbuilt intercom and specifically the auto-squelch doesn't work too well. My A-200 instructions don't mention Mic Audio Lo or even Pin 17 (my Molex is denoted using letters and numbers - 15 being max). Assuming all A-200's are the same I'll send you a .PDF of my instructions (tomorrow) as it is all very clear and you can at least compare. I'm turning mine on for the first time tonight so I can only assume it is going to all work at this point. Regards, Martin Tuck N152MT Wichita, Kansas ________________________________________________________________________________
Subject: capacitors across Rotax 914 fuel pumps?
Date: Mar 17, 2005
From: "Tony Krzyzewski" <tonyk(at)kaon.co.nz>
Received-SPF: none Yes. 0.1uF ... They stop electrical noise from the brushes. It's a standard technique used on model railway loco's! Tony ============================================ Tony S Krzyzewski Managing Director Ph +64 9 274 1590 Kaon Technologies Ltd Fx +64 9 274 1593 PO Box 58521 Cell 021 921 988 Greenmount tonyk(at)kaon.co.nz Auckland NZ ============================================ ============================================ Check out the new Fluke Etherscope handheld network monitor and test unit at www.flukenetworks.com ============================================ -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of D Wysong Subject: Europa-List: capacitors across Rotax 914 fuel pumps? Did any of your 914 drivers install capacitors across your fuel pump leads as shown on P.75 of the installation manual (05/10/1996 rev). If so, what size... and why? Thanks for any info you can provide. D Wysong ________________________________________________________________________________
From: "David Joyce" <davidjoyce(at)doctors.org.uk>
Subject: Re: Vent lines and the 914
Date: Mar 17, 2005
Erich, I never experienced oil contamination of the underside of the fuselage until I fitted the new shorter dipstick, following the compulsory mod. Since then I have had some sizeable 'burps' of oil to judge from the state of the underside, and I am inclined to think that my system is actually overloaded if the oil level comes up to the top mark on the new dip stick. Since realising this and not filling above half way, I think the problem is fixed. Regards, David Joyce, G-XSDJ, XS 914 mono.----- Original Message ----- From: "Erich Trombley" <erichdtrombley(at)juno.com> Subject: Europa-List: Vent lines and the 914 > > > Can anyone flying with the 914 tell me if they have routed their vent lines from > the Oil sump and air box so that they terminate just above the air filter? I > have seen a picture of this somewhere and was wondering if this has worked well. > I seem to get quite a bit of oil collecting on the belly of the plane and have > traced it to the vent lines. I was hoping that by rerouting the lines to the > air filter, thus allowing the oil to be consumed by the engine would mitigate > the problem. Any thoughts? My only real concern is contaminating the air > filter with engine oil. > > Kind regards, > > Erich Trombley > ________________________________________________________________________________
Date: Mar 17, 2005
From: Graham Singleton <graham(at)gflight.f9.co.uk>
Subject: Mozilla T'Bird
Anyone? I just started using Mozilla, (my old Eudora had some sort of a senior event) The problem is I can no longer highlight the brief relevant part of the message then hit " reply", so I then have to manually delete all the irrelevant stuff from the earlier part of the thread. Life gets tedious, don' it? I notice a few others are now using Mozilla and reposting the whole thread, loading up Matt's forum unnecessarily. Anyone found an answer yet? Graham ________________________________________________________________________________
Date: Mar 18, 2005
From: Paul Stewart <europa(at)pstewart.f2s.com>
Subject: Re: Mozilla T'Bird
Thats advance email for me Graham but it does seem to have quuite a good spam filter. Paul ________________________________________________________________________________
From: Paddy Clarke <paddyclarke(at)lineone.net>
Subject: DOTH Sat19th
Date: Mar 18, 2005
Hi All, It seems that spring is finally on its way, and to celebrate I am planning a little trip around the central/south. I hope to make Wolverhampton for coffee [ 1100ish, voucher in Pilot ], Kemble for lunch [1300ish, Mad Hatters fly-in, free landings for all] and Popham for tea [1500ish, voucher in Flyer]. Hope to see a few folks along the way !. Cheers Paddy Clarke Europa XS - 404 G-KIMM ________________________________________________________________________________
Subject: RE: Mozilla T'Bird
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 18, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Hi Graham, This is a Eudora gimmick, which i haven't seen in other email programs but for Opera mail. It is a nice property. Apart from that it's probably best not to copy anything from the message you reply to in your answer as a standard, exactly to keep the load on the forum as small as possible. What has been said before in a thread is visible for everybody anyhow. Regards, and thnks again for the great help, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "simon miles" <simon.miles(at)skynet.be>
Subject: Wing Rigging
Date: Mar 18, 2005
Tomorrow, I hope to start rigging the wings of my kit but I can't understand how the method described in the manual achieves the required results. In the overview of the relevant chapter (27) it says: Take care when setting the angle of incidence, especially that both wings are set exactly the same. Any small angular difference between them will result in an aircraft that always wants to roll one way, requiring a roll trim tab permanently attached to one of the ailerons. In step 2 of the same chapter it says: Set the wings up so the spars are within the fuselage but not quite engaged in the spar sockets. It then goes on to say that the wings must be arranged very precisely with the waterline of the fuselage. I can't understand how, if the wings are not engaged in the spar sockets, this precision can be achieved. I'm clearly missing something important here so advice about this will be gratefully received! Simon Miles, XS Tri-gear #508, Airmaster propeller. ________________________________________________________________________________
Subject: RE: Wing Rigging
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 18, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Hi Simon, While not tomorrow, wing rigging is just around the corner for me too, so i have been reading the same literature. I guess that you should not yet fully engage the spar sockets because you will need the room to mark the spot where to drill the hole for the lift pin. Only later, at the time the wing root pin sockets are to be attached, full precision is to be achieved. To get both wings to the same angle i will put a laser on top of the template, and measure the point on a wall a few meters away to be level. That should give the precision asked for. But i gladly change my opinion for a better one, Regards, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
Date: Mar 18, 2005
Subject: Re: Wing Rigging
From: "Alexander Kaarsberg" <kaarsber(at)terra.com.br>
Simon, It's a while I've done this job and I don't have the manual handy, so I cant answer the question you asked but want to give a tip. Don't do as I've seen so many talk about on this forum, using the digital inclinometer! It does not offer a resolution high enough for the job. I won't bother calculating this but just remember that 0.1 of a degree corresponds to quite a distance when you talk of the length of the chord. The simplest way to do it is to use a 1/4 inch clear flextube with water and a drop of detergent and set up reliable reference points on leading and trailing edges. That will give you peace of mind when it comes to the day of the testflight... If you do it alone it can still be done, taping the tube but it is a drawn out story to get it right. After I did the job I saw advertised somewhere an automatic water level thingie that beeps when the level reaches the desired point and thought it would be handy for a lot of jobs.... Alex, kit 529- as far as I remember...haven't touched the beast for two years now....darn ________________________________________________________________________________
From: "John Cliff" <mx(at)crixbinfield.freeserve.co.uk>
Subject: Re: Wing Rigging
Date: Mar 19, 2005
> The simplest way to do it is to use a 1/4 inch clear flextube with water > and a drop > of detergent and set up reliable reference points on leading and trailing > edges. And a small amount of dark-coloured food colourant added to the water makes it easier, too. John Cliff #0259 ________________________________________________________________________________
From: owner-europa-list-server(at)matronics.com
Subject: CTC Aviation ??
Date: Mar 19, 2005
This is not about Europa and therefore it is properly against the rules - you can beat me up another day... My q is if anybody has any personal experience with a UK based company called CTC Aviation?? Reason: in my family we have got a young man (22) who just has finished his pilot education and now he is looking everywhere for a job........... !!!!! CTC Aviation is offering some kind of "job" and therefore........ Please contact me directly on lgds(at)post6.tele.dk and again - I know the Forum is not for this kind of threads but we are almost taking emergency.. Wish you all a Happy Easter. Regards Gert Gert Dalgaard Soerensen Stabelvej 9, Haarby DK 8660 Skanderborg Denmark Europa builder No. 151 Europa Classic / Rotax 914 AC reg.: OY-GDS Phone.: +45 8695 0595 E mail: lgds(at)post6.tele.dk http://home19.inet.tele.dk/dalgaard/oygds.jpeg ________________________________________________________________________________
From: JEFF ROBERTS <jeff(at)rmmm.net>
Subject: Speed Kit
Date: Mar 19, 2005
When I received my Kit A258, Europa threw in a speed kit for the long wait. I'm just now looking at how to install these. I can't seam to find any info on proper installation of the leg fairing. Has anyone used these? It would seem the fairing has been cut in half span wise at the front and these should be somehow re-attached. Also anyone who has created the fairing around where the fuselage touches the legs. I would love to hear your process. I've heard of some using molding clay then laying up bid around that. Is that right? I have used nut plates to hold the fairing on the flap hinges but how has anyone connected the flap hinge covers under the fuselage? Thanks for any help in advance! Best Regards, Jeff A258 Final priming this weekend if it doesn't rain. ________________________________________________________________________________
Date: Mar 19, 2005
Subject: Re: Speed Kit
From: Gerry Holland <gnholland(at)onetel.com>
Jeff Hi! > When I received my Kit A258, Europa threw in a speed kit for the long > wait. I'm just now looking at how to install these. I can't seam to > find any info on proper installation of the leg fairing. Has anyone > used these? Yes but firstly. Fitting the Speed Kit is a pain in the a**e! > It would seem the fairing has been cut in half span wise at > the front and these should be somehow re-attached. I took each fairing including Nose wheel and laid up two layers of Bid inside. Use Duct Tape to carefully join the two halves based on fit at front of fairing. Open the now 'hinged' fairing carefully and sand or rough up the inside surface. Lay up bid on Plastic about 1.5" wide into inside of opened fairing and then gently close binding the assemble with bits of Duct tape and leave until set. Remove the tape and you'll find enough flexibility to open fairing and slide onto leg. The rear or trailing edge of fairing can often stay close with spring action but it might be worth fixing with a sealant or two screws or Nut and bolt cleverly incorporated. You need to put a bit more thought into Nose leg lay up to ensure it CAN be fitted. Mine is fine and very secure. > Also anyone who has > created the fairing around where the fuselage touches the legs. I would > love to hear your process. I've heard of some using molding clay then > laying up bid around that. Is that right? Yes. I used a similar process. I fitted the now springy fairings and spread release agent and plastic around all vulnerable area. MAKE SURE you look at fairing position. They are tapered and will get jammed if you lay up and bond to fuselage. Make a pleasing shape and create artistically. I bonded mine to Fuselage and that holds the fairing at top end and very well. > I have used nut plates to hold the fairing on the flap hinges but how > has anyone connected the flap hinge covers under the fuselage? > Thanks for any help in advance! Used Silicon Goo! Make sure you drill good size drain holes at lowest point of fairing. 1/8" at least. Dirt and water does collect if smaller holes as they block easy. Hope that helps. Kind 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: Speed Kit
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 19, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Hi Jeff, On the factory website: http://www.europa-aircraft.co.uk/ select tecnical and locate the mod: 55 for the mono and 56 for the trigear. Click it and you will get a pdf file with the details. My legs do not touch the fuselage, so i guess you have a trigear. The file is attached on the forum or under the link on the list, in case it does not work for you. Regards, Jos Okhuijsen ---------------- This Email contains Photos or Attachments located at the following link: http://www.europaowners.org/viewtopic.php?p=5313#5313 ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Electric Flap Operation
Date: Mar 19, 2005
I have a problem with intermittent working of the electric flap motor. I seem to remember someone saying a while back that this can be cured by cleaning the brushes on the flap motor. But can't find any postings on the matter in the forum archives. Any suggestions? The problem doesn't appear to be in the switch, breaker or wiring. Duncan McF. ________________________________________________________________________________
Subject: RE: Electric Flap Operation
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 19, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Hi Bob, From your description of the problem i think it could be caused by a faulty end swich in the trim motor. No idea if it is posible to repair that yourself though, Regards, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: JEFF ROBERTS <jeff(at)rmmm.net>
Subject: Re: Speed Kit
Date: Mar 19, 2005
Thanks, Jerry & Josh I was thinking of this myself but it's good to know you have had success on the leg fairings. Best Regards, Jeff > I took each fairing including Nose wheel and laid up two layers of Bid > inside. Use Duct Tape to carefully join the two halves based on fit at > front > of fairing. Open the now 'hinged' fairing carefully and sand or rough > up the > inside surface. Lay up bid on Plastic about 1.5" wide into inside of > opened > fairing and then gently close binding the assemble with bits of Duct > tape > and leave until set. Remove the tape and you'll find enough > flexibility to > open fairing and slide onto leg. The rear or trailing edge of fairing > can > often stay close with spring action but it might be worth fixing with a > sealant or two screws or Nut and bolt cleverly incorporated. > > > > ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: RE: Electric Flap Operation
Date: Mar 19, 2005
There are no end-switches in the motor. It works by a different system; in effect, the leadnut comes off the end of the leadscrew (but not literally ). Duncan McF. ----- Original Message ----- From: "josok" <josok-e(at)ukolo.fi> Subject: Europa-List: RE: Electric Flap Operation > > Hi Bob, > > From your description of the problem i think it could be caused by a faulty end swich in the trim motor. No idea if it is posible to repair that yourself though, > > Regards, > > Jos Okhuijsen > ---------------- > Visit EuropaOwnersForum http://www.europaowners.org/ > > ________________________________________________________________________________
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Re: RE: Electric Flap Operation
Date: Mar 19, 2005
>>>off the end of the leadscrew <<< Not on the one I have. The motor stops drawing current when it get to the end of travel. I tested it. Cliff Shaw 1041 Euclid ave. Edmonds, WA 98020 425 776 5555 http://www.europaowners.org/WileE ________________________________________________________________________________
From: "Geoff Leedham" <sideslip(at)tiscali.co.uk>
Subject: Re: Electric Flap Operation
Date: Mar 20, 2005
Hi Duncan, I had a similar problem a while ago (intermittent) At first I thought it was the switch.In the end it was the brushes as you thought. It is quite easy to dissassemble the motor and clean the relevant parts. Problem cured. Regards Geoff Leedham ----- Original Message ----- From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk> Subject: Europa-List: Electric Flap Operation > > > I have a problem with intermittent working of the electric flap motor. > I seem to remember someone saying a while back that this can be cured by > cleaning the brushes on the flap motor. But can't find any postings on the > matter in the forum archives. > > Any suggestions? > > The problem doesn't appear to be in the switch, breaker or wiring. > > Duncan McF. > > > -- > Checked by AVG Anti-Virus. > > -- Checked by AVG Anti-Virus. ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: RE: Electric Flap Operation
Date: Mar 20, 2005
OK. That means you have the later type of servo (=cheaper). The earlier types were as used in the RVs and Mk5+ Kitfoxes. Couldn't find any report of a problem on the RV forum archives either; probably didn't look hard enough. Duncan McF. ----- Original Message ----- From: "Cliff Shaw" <flyinggpa(at)comcast.net> Subject: Re: Europa-List: RE: Electric Flap Operation > > >>>off the end of the leadscrew <<< > > Not on the one I have. The motor stops drawing current when it get to the > end of travel. I tested it. > > Cliff Shaw > 1041 Euclid ave. > Edmonds, WA 98020 > 425 776 5555 > http://www.europaowners.org/WileE > > ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Information from our non-UK friends needed to assist us with
political lobbying in the UK
Date: Mar 20, 2005
Hi, Europaphiles, The PFA (the UK equivalent of the EAA) are engaged in a considerable amount of political lobbying at present, and our man leading this (Roger Hopkinson) needs some information from our overseas friends in a hurry. Can you help? We need to make a comparison of the cost of flying for an "average GA individual" and importantly how this compares with other countries. To do his we want to take a lower end CofA aircraft, say a PA28, Robin DR400 or Cessna 172 and typically look at the operating costs as well as the cost of getting and retaining the PPL itself. Please note that we=92re not comparing Experimental with Permit, for example, as the regulations for those aircraft vary much more from country to country than the Certificate of Airworthiness ships. It would be helpful if someone could volunteer to put the typical cost for their country together for the following:- 1 Cost of getting and retaining a basic PPL comprising: A) Typical cost to get licence B) Annual cost to retain licence 2 Annual cost to own an aircraft comprising (for typical 4 seat non complex CAA aircraft) A) Typical maintenance B) Insurance C) Hangarage (lets assume it is hangared at a "low end" licensed aerodrome) 3) Operating costs A) Cost of fuel per litre B) Typical landing charges - licensed airfield C) Typical Parking charge (one night) D) average operating cost for 40 hours per year to include (A, B & C above) E) for IFR community, typical Nav and IFR charges for 500 mile journey 4) Brief notes on anything related to above which is country specific. I know we could argue the definitions for ever, what we need is typical mid-range figures. If you can help, please email Roger on roger(at)hopkinson.org.uk - he needs to put together an outline package of information early next week! Thanks and 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: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: RE: Electric Flap Operation
Date: Mar 20, 2005
Hi! Jos. Last year I returned the trim motor to The Allen Company and they could find nothing wrong, in spite of them having suspected the end switch problem. It was after that that I found a broken wire. But the problem is back again. Regards and thanks for your comment. 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 josok Subject: Europa-List: RE: Electric Flap Operation Hi Bob, From your description of the problem i think it could be caused by a faulty end swich in the trim motor. No idea if it is posible to repair that yourself though, Regards, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
Subject: RE: Electric Flap Operation
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 20, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Hi Bob, Intermittend faults are the most difficult ones to diagnose. In your case i would follow Cliffs advice and hang a lamp on the wires to the motor. The, if the lamps lights and the motor does not run, you know you have to send the motor off to the makers again. I would love to help you, but can't really ask you to fly up here with the condition you have. It could be a bit of a drag :-) Regards, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
Subject: Autopilot Installation
Date: Mar 21, 2005
From: "Moore, Dave" <Dave.Moore(at)lr.org>
Folks, I want to install a Navaid-type wing leveller (Trio EZ Pilot) into my completed, but not yet installed, cockpit module. Has anyone got a design for attaching a drive arm to an aileron torque tube, which is already bonded into the cockpit module? Cutting a CS03 bush in half (so that it forms a saddle), riveting a drive arm to it and then riveting the assembly to the torque tube, has been suggested and appears sensible. However, it would challenge my limited skills to drill the torque tube and get a pop riveter accurately to the location. Is there a clamping arrangement, preferably 'PFA-approved', that I could put on to the torque tube.?? For example, could I 'simply' use half a CS03 bush and a couple of hose clamps. (That's what RV folk have used for attachment to aileron push rods, but that may not be wise for a rotational force..??) With thanks, Dave Moore Monowheel #550 Aberdeen, UK ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Autopilot Installation
Date: Mar 21, 2005
Dave, Are you a member of the Europa Club? The Club has a mod for exactly this - I based my mod for installation of a TruTrack AP on it. 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 Moore, Dave Subject: Europa-List: Autopilot Installation Folks, I want to install a Navaid-type wing leveller (Trio EZ Pilot) into my completed, but not yet installed, cockpit module. Has anyone got a design for attaching a drive arm to an aileron torque tube, which is already bonded into the cockpit module? Cutting a CS03 bush in half (so that it forms a saddle), riveting a drive arm to it and then riveting the assembly to the torque tube, has been suggested and appears sensible. However, it would challenge my limited skills to drill the torque tube and get a pop riveter accurately to the location. Is there a clamping arrangement, preferably 'PFA-approved', that I could put on to the torque tube.?? For example, could I 'simply' use half a CS03 bush and a couple of hose clamps. (That's what RV folk have used for attachment to aileron push rods, but that may not be wise for a rotational force..??) With thanks, Dave Moore Monowheel #550 Aberdeen, UK ________________________________________________________________________________
From: "Mike Gamble" <mp.gamble(at)virgin.net>
Subject: Fuel vent position
Date: Mar 21, 2005
I have the tank vent and the sight guage return tube entering the top of the fuel filler housing and another tube from the fuel filler running down to below the baggage shelf ready to reach the outside via the metal vent tube. I think I shall have this tube pass through the skin about 3 inches outboard of the stb flap tube hinge so that it is clear of any crud thrown up by the mono wheeel. Are there any better ideas to keep the tubing clear of the flap tube movement? Any reports from those using this repositioned vent system? Thanks. Mike Gamble XS mono 440 ________________________________________________________________________________
From: "Carl Pattinson" <carl(at)flyers.freeserve.co.uk>
Subject: Re: Autopilot Installation
Date: Mar 21, 2005
We fitted ours to the bottom of the control stick (attached to the bolt that goes thru the bottom yoke). The drive box sits below the pilots right thigh with a plywood cover over it. No drilling or riveting required for this mod and the servo motor is easily accessible for any adjustments. Carl pattinson G-LABS ----- Original Message ----- From: "Moore, Dave" <Dave.Moore(at)lr.org> Subject: Europa-List: Autopilot Installation > > Folks, > > I want to install a Navaid-type wing leveller (Trio EZ Pilot) into my > completed, but not yet installed, cockpit module. > > Has anyone got a design for attaching a drive arm to an aileron torque > tube, which is already bonded into the cockpit module? > > Cutting a CS03 bush in half (so that it forms a saddle), riveting a > drive arm to it and then riveting the assembly to the torque tube, has > been suggested and appears sensible. However, it would challenge my > limited skills to drill the torque tube and get a pop riveter accurately > to the location. > > Is there a clamping arrangement, preferably 'PFA-approved', that I > could put on to the torque tube.?? > > For example, could I 'simply' use half a CS03 bush and a couple of hose > clamps. (That's what RV folk have used for attachment to aileron push > rods, but that may not be wise for a rotational force..??) > > With thanks, > > Dave Moore > > Monowheel #550 > Aberdeen, UK > > > ________________________________________________________________________________
Date: Mar 22, 2005
From: Tony Renshaw <tonyrenshaw(at)optusnet.com.au>
Subject: Re: Autopilot Installation
Dave, The best installation for your autopilot is as per Carl Patinsons suggestions. I too have the Trio, and you either bury it under the module with a clamping/bonding method onto the aileron torque tube where you will never be able to get to it again, or you put it where you can easily access it. If you halve the bushes, have a look at Steve Dunsmuirs web pages and look up my name, you will find pictures of the exact setup you describe, but however I am not using it. I reckon if it ever came loose in that confined space, it could jam things up. If it ever got stuck under your right thigh, at Carls location, you can easily set it up so that you can reach down and disconnect it with a pull forward on the autopilot drive arm, if you have the right coupling. My intention is to use a coupling like the door struts, like a tow bar cup on a trailer, so that if ever I am not happy, it will be easy to disconnect. So, leave it till later. Reg Tony Renshaw Sydney Australia At 07:38 PM 3/21/2005, you wrote: > >Folks, > >I want to install a Navaid-type wing leveller (Trio EZ Pilot) into my >completed, but not yet installed, cockpit module. > >Has anyone got a design for attaching a drive arm to an aileron torque >tube, which is already bonded into the cockpit module? > >Cutting a CS03 bush in half (so that it forms a saddle), riveting a >drive arm to it and then riveting the assembly to the torque tube, has >been suggested and appears sensible. However, it would challenge my >limited skills to drill the torque tube and get a pop riveter accurately >to the location. > >Is there a clamping arrangement, preferably 'PFA-approved', that I >could put on to the torque tube.?? > >For example, could I 'simply' use half a CS03 bush and a couple of hose >clamps. (That's what RV folk have used for attachment to aileron push >rods, but that may not be wise for a rotational force..??) > >With thanks, > >Dave Moore > >Monowheel #550 >Aberdeen, UK > > ________________________________________________________________________________
From: "Peter Rees" <peter.rees05(at)ntlworld.com>
Subject: decals
Date: Mar 21, 2005
While our Europa Classic (G-MFHI) really does look rather nice, I think it could look better with a few decals - maybe on the tail and spats. Does anyone have any contacts or sources where I can buy some standard or custom decals? Peter ________________________________________________________________________________
Date: Mar 21, 2005
From: N55XS <topglock(at)cox.net>
Subject: Re: decals
Peter Rees wrote: > >While our Europa Classic (G-MFHI) really does look rather nice, I think it >could look better with a few decals - maybe on the tail and spats. > >Does anyone have any contacts or sources where I can buy some standard or >custom decals? > >Peter > > Peter, Any local sign/graphics shop should be able to design anything you want. I do it here, in the states... -- Jeff A055 FWF and paint the wings. That's it... :) Builders Log: http://www.N55XS.com -- ________________________________________________________________________________ Received-SPF: none
From: "Bill & Sue Sisley" <bill.sue(at)zip.co.nz>
Subject: Re: Fuel vent position
Date: Mar 22, 2005
Mike, Mine is plumbed this way. The vent is a "flush vent" just behind the starboard flap cross tube hinge under the fuselage. Does not gather any dirt and has operated perfectly for 287 hrs. Sue and Bill ----- Original Message ----- From: "Mike Gamble" <mp.gamble(at)virgin.net> Subject: Europa-List: Fuel vent position > > I have the tank vent and the sight guage return tube entering the top of the fuel filler housing and another tube from the fuel filler running down to below the baggage shelf ready to reach the outside via the metal vent tube. > I think I shall have this tube pass through the skin about 3 inches outboard of the stb flap tube hinge so that it is clear of any crud thrown up by the mono wheeel. > Are there any better ideas to keep the tubing clear of the flap tube movement? > Any reports from those using this repositioned vent system? > Thanks. > Mike Gamble > XS mono 440 > > ________________________________________________________________________________
Date: Mar 22, 2005
From: Graham Singleton <graham(at)gflight.f9.co.uk>
Subject: Re: Europa-List Digest: 9 Msgs - 03/21/05
Has anyone got a design for attaching a drive arm to an aileron torque tube, which is already bonded into the cockpit module? Dave Moore Dave I had my Navaid attached in front of the seat with the servo push rod driving directly onto the Fork at the front. (CS#?) Ernst Keppert has his Digitrak installed this way too with the servo under the seat. Much more accessible, especially with a retro fit. Somewhere I have a picture of it. The mod was approved before all these PFA #s and things. Graham ________________________________________________________________________________
From: "david MILNER" <dave(at)wmilner.fsnet.co.uk>
Subject: Re: decals
Date: Mar 22, 2005
Peter, I have full facilities to do any graphics you may require Dave Classic mono Kit no 160 Regards ----- Original Message ----- From: "Peter Rees" <peter.rees05(at)ntlworld.com> Subject: Europa-List: decals > > While our Europa Classic (G-MFHI) really does look rather nice, I think it > could look better with a few decals - maybe on the tail and spats. > > Does anyone have any contacts or sources where I can buy some standard or > custom decals? > > Peter > > ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: Fuel vent position
Date: Mar 22, 2005
For production aircraft, FAA requires two vents if you have one tank. Another rule says a sole, exposed vent on the bottom of the aircraft can be clogged by mud or snow. It is certainly possible a builder may not experience a problem in service, but in the U.S. at least, one should consider that upon sale of the aircraft there's a serious liability problem in the event the seller suffers an accident. While homebuilder liability in general is arguably difficult to establish in most states, this is an example where the builder/seller would make it easy. It's contrary to clear FAA rules available as guidance and to the kit mfr's instructions. At least install and test a 2nd vent before you sell her! Reg, Fred F. ________________________________________________________________________________
Date: Mar 23, 2005
From: Kevin And Ann Klinefelter <kevann(at)verizon.net>
Subject: Re: decals
Check out www.decalzz.com Kevin Peter Rees wrote: > >While our Europa Classic (G-MFHI) really does look rather nice, I think it >could look better with a few decals - maybe on the tail and spats. > >Does anyone have any contacts or sources where I can buy some standard or >custom decals? > >Peter > > > > ________________________________________________________________________________
From: "Mike Gamble" <mp.gamble(at)virgin.net>
Subject: Re: Fuel vent position
Date: Mar 22, 2005
> Mine is plumbed this way. The vent is a "flush vent" just behind the > starboard flap cross tube hinge under the fuselage. Does not gather any dirt > and has operated perfectly for 287 hrs. > Sue and Bill > Sue and Bill, excuse my ignorance but do you operate mono or tri.? Do you have to cope with bugs in the system? Bob vents his line internally. No vapours presumably. Bob? Mike Gamble XS mono 440 ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 22, 2005
Subject: Re: Fuel vent position
In a message dated 3/22/2005 7:09:31 AM Central Standard Time, n3eu(at)comcast.net writes: For production aircraft, FAA requires two vents if you have one tank. Another rule says a sole, exposed vent on the bottom of the aircraft Can be clogged by mud or snow. Texas Howdy Fred. Vent redundancy. Good sound practice. I have been watching this thread with great interest. While I am a number of chapters away from venting the tank and sight tube < Currently in Chapter 22> , the thought of installing two bug antenna atop my speedy slick fuselage just doesn't seem appealing to me. I have seen a number of photos for vent modifications to the filler neck and tank. But have seen darn few photos of where and how you good people are terminating your pipes! How about some of you sending a few pictures to the Europa Owners site? SteveD has put a place in the photo gallery under the heading of "Builders Photo Gallery" for miscellaneous photos and illustrations. Thanks! Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
From: "Ken Stribling" <ken(at)striblingranch.com>
Subject: decals
Date: Mar 22, 2005
Jeff Please contact me off line about graphics. We are thinking about starting a graphic shop and would like some input. Thanks Ken Stribling 1-541-947-2602 Ken(at)soundsuckers.com Best time is Thursday I will be in the shop all day, Thanks again -----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: decals Peter Rees wrote: > >While our Europa Classic (G-MFHI) really does look rather nice, I think it >could look better with a few decals - maybe on the tail and spats. > >Does anyone have any contacts or sources where I can buy some standard or >custom decals? > >Peter > > Peter, Any local sign/graphics shop should be able to design anything you want. I do it here, in the states... -- Jeff A055 FWF and paint the wings. That's it... :) Builders Log: http://www.N55XS.com -- = = ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Fuel vent position
Date: Mar 22, 2005
Hi! Mike. I'd expected it necessary to have an anti-siphon bottle which empties back to tank to also dissuade venting spillage. My bottle is a castrol 1/2 litre oil bottle glassed into place with the neck lower looking back to the starboard side. Both of my vents enter the bottom of the bottle at the highest point and any blow back spillage runs out the bottle back to the tank vent and so back to tank.. The final air vent also in the bottom of the bottle at the highest point then goes over the roof to vent very close to the port flap lever slot. No fumes ever been noticed, no bugs and no clag from the running gear. Not a drop spilt yet ! Regards Bob Harrison. G-PTAG Europa 337 MKI/Jabiru 3300 (600 hours.) -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Mike Gamble Subject: Re: Europa-List: Fuel vent position > Mine is plumbed this way. The vent is a "flush vent" just behind the > starboard flap cross tube hinge under the fuselage. Does not gather any dirt > and has operated perfectly for 287 hrs. > Sue and Bill > Sue and Bill, excuse my ignorance but do you operate mono or tri.? Do you have to cope with bugs in the system? Bob vents his line internally. No vapours presumably. Bob? Mike Gamble XS mono 440 = = ________________________________________________________________________________
Subject: Re: FF-1 Fuel Computer
From: "SteveD" <Post2Forum(at)comcast.net>
Date: Mar 22, 2005
I'm resending this post, I saw it posted on the site but not on Matronics. Steve are you still subscribed to the Matronics list? Quote: From, steve v." hello, has anyone in the UK fitted the MGL Avionics FF-1 Fuel Computer , if so could they let me have their PFA Mod no. or aircraft reg for reference. Also, any feed back from all builders regarding this unit and its sender would be appreciated, thanks, steve # 573 ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: MJKTuck(at)cs.com
Date: Mar 22, 2005
Subject: Radio Question
Hi Folks, I have successfully wired up my Icom A-200 comm and Flightcom 403MC intercom. It all seems to work except I can't hear myself through the earphones when I transmit. I spoke to Icom tech support and they said to turn up the sidetone adjustment on the A-200 which I found already turned as far clockwise as it would go. But still no joy. Anybody have any similar experiences? Suggestions? Regards, Martin Tuck Europa N152MT Wichita, Kansas ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Radio Question
Date: Mar 23, 2005
Hi! Martin. I have an Icom IA 200 and for some reason (can't remember what now) I had a Sigtronic SPA 400 T50 voice activated Intercom fitted. This part of the system works fine, however the Icom unit gives me great frustration in that the Automatic Squelch takes out the incoming signal with all unwanted noise. The only way I can communicate with ground when at medium and long distances is to use the Test Button which completely dumps the squelch control. I have had numerous attempts and specialists attempts to improve it, I have been advised to try 1/4 turn clockwise of the Auto Squelch adjust screw, there is a very slight improvement, but generally it isn't fit for purpose. UK Authorities will not accept new installations with it. The radio was set to a WSWR meter by a professional to the dipole aerial of Bob Archers notability complete with the requisite ferrite balons etc. and also a pucker Air World aerial has been fitted with an adequate ground plane with little or no improvement. There is an Aluminium shield between the Panel and the firewall, the carb /throttle cable has been grounded as also the complete radio stack, the engine compartment painted out with nickel alloy paint all to no improvement. The set has been checked by authorised repairers with an oscillograph to no fault found and decreed that all parameters are within permissible settings. We are trialling a Microair XCOM 760 this season. If you find a solution to the Icom problem I'm dying to hear it. BTW have you used the ICOM in Flight yet ? (sorry I meant ANGER!) 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 MJKTuck(at)cs.com Subject: Europa-List: Radio Question Hi Folks, I have successfully wired up my Icom A-200 comm and Flightcom 403MC intercom. It all seems to work except I can't hear myself through the earphones when I transmit. I spoke to Icom tech support and they said to turn up the sidetone adjustment on the A-200 which I found already turned as far clockwise as it would go. But still no joy. Anybody have any similar experiences? Suggestions? Regards, Martin Tuck Europa N152MT Wichita, Kansas = = ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: Radio Question
Date: Mar 23, 2005
Martin, I'd call Flightcom. I have a Sigtronics, (still not ready to fire up) and there is a modification neccessary if connected to certain brand tranceivers. It involved intalling a jumper on a pc board to acquire sidetone. Don't know about Flightcom. Troy Maynor N120EU Europa Monowheel Classic Left to finish: Paint,interior,engine install, wiring. -----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: Radio Question Hi Folks, I have successfully wired up my Icom A-200 comm and Flightcom 403MC intercom. It all seems to work except I can't hear myself through the earphones when I transmit. I spoke to Icom tech support and they said to turn up the sidetone adjustment on the A-200 which I found already turned as far clockwise as it would go. But still no joy. Anybody have any similar experiences? Suggestions? Regards, Martin Tuck Europa N152MT Wichita, Kansas ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 23, 2005
Subject: 2 Different Sizes of Rudder Cable Pulleys?????
Gaggle While pirouetting through chapter 22 I noticed that I was given two different sizes of the AN210-2a rudder cable pulleys. Curiously, even though they are different sizes they both have they same part number on the parts bag! Though I have not measured I would say that one set is at very least a half inch smaller than the other. The manual does not mention the different sizes. My guess is that the smaller size may be needed for fuel line clearance????? Thanks in advance for your advice and opinion! Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: Fuel vent position
Date: Mar 23, 2005
> ... > How about some of you sending a few pictures to the > Europa Owners site? > ... > Thanks! > Brian Skelly Not much to photograph, but for similar aesthetic reasons my primary vent is a hole in the vertical fin leading edge, which is a short pitot tube inside, with water trap using 1/4" nylon hardware. I hope there's no airworthiness issue this way, other than no good for IFR in icing conditions. Good thing she's a homebuilt, as FAA otherwise still requires icing tests even if not certificated for "known ice!" But it also makes it less important that my 2nd vent line (through the fuel sender mounting plate) terminates in a flush vent on the bottom of the aircraft, near the wing root. The 2nd vent in this location could reduce what little positive pressure there is at the main vent at low airspeeds during the critical phases of flight. To be tested soon, though. Some production A/C with low wings have an arrangement which puts positive pressure in the vent, even though a pump is still needed to suck the fuel. Guess they do so for good reason, though FAA rules silent there. Head pressure if fuel is low ain't much at all, and perhaps this is to not aggravate a condition where the pump isn't sucking too well (e.g., vapor lock). PA-28 type airplanes get away with some negative pressure in their vented cap setup though. > While I am a number of chapters away from venting the tank and sight tube... If pressure in both tubes in the slipstream is not identical, said sight gauge will be more useless in flight yet. I have a sight gauge also, but it's for visual check of quantity on the ground. In the corner behind passenger side seat upholstery; un-Velcro the seat back to tilt forward and peek. It vents back into top of tank. Reg, Fred F. ________________________________________________________________________________
From: "Fred Fillinger" <n3eu(at)comcast.net>
Subject: Re: Fuel vent position
Date: Mar 23, 2005
R.C.Harrison wrote: > ...necessary to have an anti-siphon bottle which empties back > to tank.... My bottle is a castrol 1/2 litre oil bottle glassed into > place with the neck lower looking back to the starboard side. I have a knee-jerk problem with design fixes seen on no production A/C as far as I know. Could not the problem be fixed with a modification to the aluminum vent fitting? Like adding a metal tube to extend the tank's vent arrangement all the way to the front corner of the tank? Has anyone test that? Reg, Fred F. ________________________________________________________________________________
From: "Troy Maynor" <wingnut54(at)charter.net>
Subject: Re: Over Voltage
Date: Mar 23, 2005
Hi All, Thanks to each and everyone that responded to my query on this. I think I will not worry about it since I have a monitoring system. Anyone interested in the parts from Aeroelectric? I'll pay the shipping. Troy Maynor N120EU Europa Monowheel Classic Left to finish: Paint,interior,engine install, wiring. ________________________________________________________________________________
Date: Mar 23, 2005
From: Jan de Jong <jan.de.jong(at)xs4all.nl>
Subject: Re: Over Voltage
> > >Bob Nuckolls thinks OV protection is necessary. In the absence of >evidence to the contrary I will go with that (probably using Eric Jones' >device). >The alternative is a "loud" OV warning and quick human action. > Bob Nuckolls is conducting interesting experiments: http://www.aeroelectric.com/articles/Crowbar_OV_Protection/DC_Power_System_Dynamics_C.pdf It would seem that a "loud" OV warning is enough protection provided the battery is in reasonable shape. Jan de Jong ________________________________________________________________________________
From: "Erich Trombley" <erichdtrombley(at)juno.com>
Date: Mar 23, 2005
Subject: Redundant fuel vent lines
Fred wrote "For production aircraft, FAA requires two vents if you have one tank. Another rule says a sole, exposed vent on the bottom of the aircraft can be clogged by mud or snow." I am using one vent which exits the fuselage just in front of the flap pivot bracket. However, I have plumbed into the vent line with a "tee" (inside the fuselage) and a check valve. As we all know when the vent line gets clogged with mud/crud the engine will eventually get starved of fuel due to a vacuum in the tank. However, with the check valve inline with the fuel vent it will open under a vacuum and provide cabin pressure to the tank thus keeping the engine running. I don't have the specifics of the check valve on hand although I did purchase it through McMaster Carr. The check valve is for vapor not liquids and needs to be capable of withstanding fuel. Regards, 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! ________________________________________________________________________________
From: DuaneFamly(at)aol.com
Date: Mar 23, 2005
Subject: Re: Radio Question
Bob, It seems the Xcom 760 has been around for a couple of years now. I remember some people on this forum installed these in their aircraft. It would be nice to get some actual feedback of real life use of this unit. Anybody got any? Mike Duane A207 Redding, California XS Conventional Gear Just about to put the top on but still finding little things to do before that. ________________________________________________________________________________
Date: Mar 23, 2005
From: Rowland Carson <rowil(at)clara.net>
Subject: Re: 2 Different Sizes of Rudder Cable Pulleys?????
>While pirouetting through chapter 22 I noticed that I was given two different >sizes of the AN210-2a rudder cable pulleys. Curiously, even though they are >different sizes they both have they same part number on the parts bag! Though >I have not measured I would say that one set is at very least a half inch >smaller than the other Brian - my (monowheel) parts schedule only calls out 2-off AN210-2A, and my parts box has 2 identical ones, inside a single Europa bag. They are both about 63mm max dia. Sorry, but it sounds like you have a rogue there somehow! regards Rowland -- | Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/> | 750 hours building Europa #435 G-ROWI e-mail ________________________________________________________________________________
Date: Mar 23, 2005
From: Paul Stewart <europa(at)pstewart.f2s.com>
Subject: Re: Radio Question
Bob Do you mean the Microair M760 or the XCOM 760? My understanding is that the latter has been available for under a year and that it is not approved by the CAA for installation in UK aircraft (sad 'cos we liked the look of it). On the same topic - has anyone any experience of the Microair M760 transiever with the XCOM intercom? Regards Paul Strewart #432 Sanding, sanding , sanding, sand.............. ________________________________________________________________________________
Subject: RE: 2 Different Sizes of Rudder Cable Pulleys?????
From: "SteveD" <Post2Forum(at)comcast.net>
Date: Mar 23, 2005
Hi Brian, I've got an extra, PM me your address and I'll pop it in the mail.... Steved. ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "Kingsley Hurst" <hurstkr(at)growzone.com.au>
Subject: Radio Question
Date: Mar 24, 2005
>On the same topic - has anyone any experience of the Microair M760 transiever with the XCOM intercom? Paul, I have a friend with a Jabiru with the Microair M760 - XCOM Intercom combination and he reports it works very satisfactorily. Regards Kingsley Hurst Mono Classic 281 in Oz If only I could get to work on the aircraft for as long as interruptions prevent me from doing so !! ________________________________________________________________________________
From: "Simon Smith" <jodel(at)nildram.co.uk>
Subject: Radio Question
Date: Mar 23, 2005
I've seen an Xcom in a UK reg'd Europa. I believe that it has been approved in Finland and is thus EASA'd which overrules the CAA????? Simon -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Stewart Subject: Re: Europa-List: Radio Question --> Bob Do you mean the Microair M760 or the XCOM 760? My understanding is that the latter has been available for under a year and that it is not approved by the CAA for installation in UK aircraft (sad 'cos we liked the look of it). On the same topic - has anyone any experience of the Microair M760 transiever with the XCOM intercom? Regards Paul Strewart #432 Sanding, sanding , sanding, sand.............. ________________________________________________________________________________
From: "Duncan McFadyean" <ami(at)mcfadyean.freeserve.co.uk>
Subject: Re: Radio Question
Date: Mar 23, 2005
The Equipment Approvals section of the CAA website now says: ........Since EASA became operational on 28 September 2003, the aircraft equipment approval process has changed. For further information, please contact 01293 573134 or e-mail mailto:aircraft.systems(at)srg.caa.co.uk There is still a list of approved equipment however, implying that anything that is not on it is not CAA approved. Which means.........?? Duncan McF. ----- Original Message ----- From: "Simon Smith" <jodel(at)nildram.co.uk> Subject: RE: Europa-List: Radio Question > > I've seen an Xcom in a UK reg'd Europa. > > I believe that it has been approved in Finland and is thus EASA'd which > overrules the CAA????? > > Simon > > -----Original Message----- > From: owner-europa-list-server(at)matronics.com > [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Stewart > To: europa-list(at)matronics.com > Subject: Re: Europa-List: Radio Question > > > --> > > Bob > > Do you mean the Microair M760 or the XCOM 760? My understanding is that > the latter has been available for under a year and that it is not > approved by the CAA for installation in UK aircraft (sad 'cos we liked > the look of it). > > On the same topic - has anyone any experience of the Microair M760 > transiever with the XCOM intercom? > > Regards > > Paul Strewart #432 > > Sanding, sanding , sanding, sand.............. > > ________________________________________________________________________________
From: "Paul McAllister" <paul.mcallister(at)qia.net>
Subject: Re: Radio Question
Date: Mar 23, 2005
I have an XCOM and it works very nicely. - Paul >On the same topic - has anyone any experience of the Microair M760 >transiever with the XCOM intercom? ________________________________________________________________________________
From: "Cliff Shaw" <flyinggpa(at)comcast.net>
Subject: Re: Fuel vent position
Date: Mar 23, 2005
> How about some of you sending a few pictures to the Europa Owners site? Look in my pictures for #278 . (not much to look at) It is on the centerline under the baggage bay. Cliff Shaw 1041 Euclid ave. Edmonds, WA 98020 425 776 5555 http://www.europaowners.org/WileE ________________________________________________________________________________
From: "R.C.Harrison" <ptag.dev(at)tiscali.co.uk>
Subject: Radio Question
Date: Mar 24, 2005
Hi! Paul and Mike. Oops....! Meant the XCOM760 Transceiver but reading the thread perhaps shouldn't be mentioning it! Actually it isn't mine but on loan to compare performance. Sorry about the flippant confusion caused. It is approved for certification by the FCCE the communications branch of the FAA. Regards Bob Harrison. -----Original Message----- From: owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] On Behalf Of Paul Stewart Subject: Re: Europa-List: Radio Question Bob Do you mean the Microair M760 or the XCOM 760? My understanding is that the latter has been available for under a year and that it is not approved by the CAA for installation in UK aircraft (sad 'cos we liked the look of it). On the same topic - has anyone any experience of the Microair M760 transiever with the XCOM intercom? Regards Paul Strewart #432 Sanding, sanding , sanding, sand.............. ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 24, 2005
Subject: Re: RE: 2 Different Sizes of Rudder Cable Pulleys?????
Thanks Steve. But I have 2 sets! One small set and one large set. It appears that other have only received one size. I'm just wondering which size to install. For now I used the larger size. Less clearance to the floor for the safety retainer. Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 24, 2005
Subject: Re: 2 Different Sizes of Rudder Cable Pulleys?????
Thanks Rowland, I'll check the measurements. It appears that others have only received one set of pulleys. One wonders why I was lucky enough to get 2 sets of different sizes! < I hope my luck holds out when I order my engine!> I'm just curious as to which was the proper size to install. For now I used the larger size. Less clearance to the floor for the safety retainer. But It looks like I'll need to move the sight tube exit on the console forward a few inches for good cable clearance. Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
From: MJKTuck(at)cs.com
Date: Mar 24, 2005
Subject: Re: Radio Question
Hi Bob, I read with interest your problems with the Icom unit. I think you've mentioned this to me before and I had to weigh up the pros and cons of the opinions of those who think very highly of it and those that have had problems. You appear to have experienced some very frustrating problems - but many highly recommended it. I too originally had problems with my old Terra comm unit - poor transmission and the like and installed a Bob Archer antenna. I installed it and had it checked with a WSWR meter and it was way off. He asked me to send it back as he found he had a bad batch. I used the next one he sent me but still found 'dead spots' usually masked by the engine block (i.e., when I was flying towards my destination and trying to make radio contact!). I finally switched it out for a small external whip antenna on the underside with copper strips radiating around as the ground plane. Never had a problem since. Today I flew the Icom and - apart from no sidetone - found it to work just great. I could hear ATIS from around 40 miles away and I could be heard 'loud and clear' at Jabara about 30 miles away. I even picked up a Beech 1900 going into Hays which is over 100 miles away. An RV operator in Australia contacted me to tell me he had a similar lack of sidetone and simply switched the speaker output and headphone output as he claimed the wiring diagram was wrong. I didn't have time to try that so I will live with no sidetone for the time being. Regards, Martin ________________________________________________________________________________
Subject: New supplier to me, any references?
From: "josok" <josok-e(at)ukolo.fi>
Date: Mar 25, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty Hi all, just came across this supplier http://aveousa.com/index.htm interesting instruments, competetive prices, where the snag? Regards, Jos Okhuijsen ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: N-reg Europa visiting the UK?
Date: Mar 25, 2005
Just a quick one =96 does anyone out there know anything about an N-registered Europa visiting the UK presently? Kind regards, Jeremy Jeremy Davey Europa Monowheel 537M G-EZZA Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC Member =93If you can keep your head when all about you are losing theirs, then it is possible you haven't grasped the severity of the situation.=94 Tail done Standard XS wings with mods underway CM installed in fuse (with airbrakes fittings) 1320 build hours to date Intended fit: Rotax 914 turbo, Airmaster CS fully-feathering prop Lots of lights, buttons, switches, gizmos, and alarms ________________________________________________________________________________
From: EuropaXSA276(at)aol.com
Date: Mar 25, 2005
Subject: Re: New supplier to me, any references?
In a message dated 3/25/2005 2:28:58 PM Central Standard Time, josok-e(at)ukolo.fi writes: aveousa.com Hi Jos: Some information about these units were on this list last year. Someone here is indeed installing them. Perhaps you can do a search and find the individual. Very interesting gauges and nicely priced as well! Brian Skelly Texas Europa # A276 TriGear See My build photos at: http://www.europaowners.org/BrianS ________________________________________________________________________________
From: "Michael Grass" <M.Grass(at)comcast.net>
Subject: Re: New supplier to me, any references?
Date: Mar 25, 2005
Hi Jos, there are not new at all. There are around for a while and better known in the Ultra light market. All this stuff comes actually from South Africa from http://www.mglavionics.co.za/ The first distributor in the USA when I got aware about 2 years ago was http://www.sportflyingshop.com/Instr/Stratomaster/E2/e2.html To me, it looks like Aveo is just relabeling those products, do a better marketing and then charge slightly more money for the same items. I will install actually the Stratomaster E2 as an engine monitoring system. I have seen this installed in several Experimental here in the US and those owners I talked to liked them. Michael Grass A266 Trigear (Start soon to build again after a long winter break. It is just to cold in Michigan) ----- Original Message ----- From: "josok" <josok-e(at)ukolo.fi> Subject: Europa-List: New supplier to me, any references? > > Hi all, > just came across this supplier http://aveousa.com/index.htm > interesting instruments, competetive prices, where the snag? > > Regards, > > Jos Okhuijsen > ---------------- > Visit EuropaOwnersForum http://www.europaowners.org/ > > > ________________________________________________________________________________
Subject: RE: New supplier to me, any references?
From: "steve v." <s.vestuti(at)virgin.net>
Date: Mar 25, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty hello, does anyone have any feedback for the "FF1" fuel computer & and sender that these people supply ? cheers , steve #573 ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "Michael Grass" <M.Grass(at)comcast.net>
Subject: Re: RE: New supplier to me, any references?
Date: Mar 25, 2005
Steve, I would like to know that to, but I would suggest to look into the FF2 instead. Only a view bucks (without the flow sender) more then the FF1. The difference is that you have the option to connect a second fuel flow sender and display the differential flow as also both flow values. Michael Grass A266 Trigear Detroit,Mi ----- Original Message ----- From: "steve v." <s.vestuti(at)virgin.net> Subject: Europa-List: RE: New supplier to me, any references? > > hello, > does anyone have any feedback for the "FF1" fuel computer & and > sender that these people supply ? cheers , steve #573 > ---------------- > Visit EuropaOwnersForum http://www.europaowners.org/ > > > ________________________________________________________________________________
From: JEFF ROBERTS <jeff(at)rmmm.net>
Subject: Re: New supplier to me, any references?
Date: Mar 25, 2005
Hi Jos I too have installed the Stratomaster E2 for engine monitoring and the maxi single for DG and attitude. I mounted the Mag 3 - 3 axes magnetometer just behind the seats on the tunnel where I can get to it to adjust it anytime. I then serounded the E2 engine monitor with analog AS, ALT, & VSI. It's all tested well on the ground but not in the air yet. Jeff A258 Just finished primer with 400 grit for the 3rd time. I am dam tired of sanding, but I think it's finally ready for paint. On Mar 25, 2005, at 3:43 PM, Michael Grass wrote: > > > Hi Jos, > > there are not new at all. There are around for a while and better > known in > the Ultra light market. All this stuff comes actually from South > Africa from > > http://www.mglavionics.co.za/ > > The first distributor in the USA when I got aware about 2 years ago was > http://www.sportflyingshop.com/Instr/Stratomaster/E2/e2.html > > To me, it looks like Aveo is just relabeling those products, do a > better > marketing and then charge slightly more money for the same items. > > I will install actually the Stratomaster E2 as an engine monitoring > system. > I have seen this installed in several Experimental here in the US and > those > owners I talked to liked them. > > Michael Grass > A266 Trigear > (Start soon to build again after a long winter break. It is just to > cold in > Michigan) > > ----- Original Message ----- > From: "josok" <josok-e(at)ukolo.fi> > Subject: Europa-List: New supplier to me, any references? > > >> >> Hi all, >> just came across this supplier http://aveousa.com/index.htm >> interesting instruments, competetive prices, where the snag? >> >> Regards, >> >> Jos Okhuijsen >> ---------------- >> Visit EuropaOwnersForum http://www.europaowners.org/ >> >> >> > > ________________________________________________________________________________
From: "Paul McAllister" <paul.mcallister(at)qia.net>
Subject: Contact details for Jim McAvoy
Date: Mar 25, 2005
Hi all, I am trying to contact Jim McAvoy in Oz. The email address I have is jimca(at)ozemail.com.au Is this the most current email address for Jim. Thanks, Paul ________________________________________________________________________________
Date: Mar 26, 2005
Subject: Kemble- UK Crash
From: Gerry Holland <gnholland(at)onetel.com>
Anyone have any details on what Aircraft crashed at Kemble yesterday. The news caught my attention with a few Europa=B9s operating from there. Very sad occurrence Regards Gerry ________________________________________________________________________________
Subject: RE: New supplier to me, any references?
From: "steve v." <s.vestuti(at)virgin.net>
Date: Mar 26, 2005
2.60 REPLY_TO_EMPTY Reply-To: is empty hello MGrass, thanks for that extra info on the FF-2 ,but i have already bought the FF 1 & sender some months back , it is know fitted to my instrument panel, steve # 573 ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: Kemble- UK Crash
Date: Mar 26, 2005
Gerry, Although no official details are available yet, it is believed to have been a 2-seat homebuilt - I must emphasise that this is not yet confirmed. My sympathies go out to the families of those concerned (2 fatalities have been confirmed). The PFA are aware. And I spoke to Tim Houlihan last night - his Europa is based there. Our modern-day version of the famous 'medium-seized RAF officer' is OK - he hasnt been to Kemble for a while. 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 Gerry Holland Subject: Europa-List: Kemble- UK Crash Anyone have any details on what Aircraft crashed at Kemble yesterday. The news caught my attention with a few Europa=B9s operating from there. Very sad occurrence Regards Gerry ________________________________________________________________________________
From: NevEyre(at)aol.com
Date: Mar 26, 2005
Subject: Re: N-reg Europa visiting the UK?
Hi Jez,, That would be Norbert Schmit, a U.S citizen, now based at Nottingham. He built it under the supervision of Flightcrafters [ Bob and Russell] and Andy Draper and myself signed off his ''log book'' [ not the P.F.A. blue book] at the various inspection stages. It was allways his intention to bring it over here, so he tried to play it ''by the rules''. He is at the moment trying to get it on the U.K. register, he had a waiver to fly it from the CAA whilst it was on the ''N'' number, they have been very helpfull [ for a change ?] It had 40 odd hours on it when it was shipped over, I did the ''final inspection'', and effectively an annual inspection on it, very nicely put together and maintained.......... The paperwork seems to have ground to a halt at a place very close to Silverstone......................... Cheers, Nev. P.S. It is a trigear / 914. ________________________________________________________________________________
From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com>
Subject: N-reg Europa visiting the UK?
Date: Mar 26, 2005
Thanks, Nev! In defence of Turweston, they're prioritising work that keeps planes in the air or gets them there in the first place - so I suspect that's the reason things aren't moving quickly: he's already in the air! Cheers, Jeremy Jeremy Davey Europa Monowheel 537M G-EZZA Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC Member If you can keep your head when all about you are losing theirs, then it is possible you haven't grasped the severity of the situation. Tail done Standard XS wings with mods underway CM installed in fuse (with airbrakes fittings) 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 NevEyre(at)aol.com Subject: Re: Europa-List: N-reg Europa visiting the UK? Hi Jez,, That would be Norbert Schmit, a U.S citizen, now based at Nottingham. He built it under the supervision of Flightcrafters [ Bob and Russell] and Andy Draper and myself signed off his ''log book'' [ not the P.F.A. blue book] at the various inspection stages. It was allways his intention to bring it over here, so he tried to play it ''by the rules''. He is at the moment trying to get it on the U.K. register, he had a waiver to fly it from the CAA whilst it was on the ''N'' number, they have been very helpfull [ for a change ?] It had 40 odd hours on it when it was shipped over, I did the ''final inspection'', and effectively an annual inspection on it, very nicely put together and maintained.......... The paperwork seems to have ground to a halt at a place very close to Silverstone......................... Cheers, Nev. P.S. It is a trigear / 914. ________________________________________________________________________________
Date: Mar 26, 2005
From: Rowland Carson <rowil(at)clara.net>
Subject: Re: N-reg Europa visiting the UK?
>That would be Norbert Schmit Neville - no, it was not Norbert's aircraft; that has now been registered in UK. regards Rowland -- | Rowland Carson Europa Club Membership Secretary - email for info! | Europa 435 G-ROWI (750 hours building) PFA #16532 | e-mail website ________________________________________________________________________________
From: "MICHAEL PARKIN" <mikenjulie.parkin(at)btopenworld.com>
Subject: Re: N-reg Europa visiting the UK?
Date: Mar 26, 2005
Jeremy, Is there a faint hint of 'Poacher turned Gamekeeper' here. regards, Mike ----- Original Message ----- From: "Jeremy Davey" <EuropaFlyer_3(at)msn.com> Subject: RE: Europa-List: N-reg Europa visiting the UK? > > Thanks, Nev! In defence of Turweston, they're prioritising work that keeps > planes in the air or gets them there in the first place - so I suspect > that's the reason things aren't moving quickly: he's already in the air! > > Cheers, > Jeremy > > Jeremy Davey > Europa Monowheel 537M G-EZZA > Europa Club Vice-Chairman, Webmaster, PFA NC Representative > PFA EC Member > If you can keep your head when all about you are losing theirs, then it is > possible you haven't grasped the severity of the situation.


February 26, 2005 - March 26, 2005

Europa-Archive.digest.vol-ep