Today's Message Index:
----------------------
1. 05:21 AM - Re:Europa Flyer (Dave_Miller@ca.cgugroup.com)
2. 06:00 AM - Re: Blue Mountain EFIS (irampil@notes.cc.sunysb.edu)
3. 03:05 PM - Re: Europa-List Digest: 20 Msgs - 03/24/03 (Graham Singleton)
4. 03:05 PM - Re: Europa-List Digest: 20 Msgs - 03/24/03 (Graham Singleton)
5. 05:59 PM - Fuel Line Min Sizes (Tony Renshaw)
6. 08:00 PM - Re: Fuel Line Min Sizes (Kevin Klinefelter)
7. 10:19 PM - Re: Monowheel Ground Handling (Bob Jacobsen)
8. 10:36 PM - Re: Monowheel Ground Handling (DJA727@aol.com)
9. 10:48 PM - Re: Monowheel Ground Handling (Tony S. Krzyzewski)
Message 1
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| Subject: | Re: Europa Flyer |
03/25/2003 08:20:32 AM,
Serialize complete at 03/25/2003 08:20:32 AM
--> Europa-List message posted by: Dave_Miller@ca.cgugroup.com
I just received my copy of the Europa Club Flyer, now a magazine quality
production. Thanks to all the members and contributors who put in the
effort to make this work. There are a lot of talented people in the Europa
fraternity
Dave A061
Do Not Archive
Message 2
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| Subject: | Re: Blue Mountain EFIS |
03/25/2003 08:59:25 AM
--> Europa-List message posted by: irampil@notes.cc.sunysb.edu
To fit the BMA EFIS, I made two mods to the stock instrument module
NB: I have the old style EFIS Display (without builtin keypad) which is a
bit different in size than the new integrated panel.
1) The left panel was modified by removing the "circuit breaker" setback,
in other words, the face of the panel now drops straight down to the true
bottom of the module.
This provides generous height for all my instruments with out coming
anywhere near
my knees (I am 5'10")
2) I replaced the sandwich shelf with a matching enclosed bay. This bay
holds
my EFIS CPU, backup battery, MP3 disk unit, and baby TCAS; see:
http://www.crixbinfield.freeserve.co.uk/Mods/irarampil.htm
I placed the magnetometer in the intra-door panel of the fuse top. It is
about 18"
from some audio signal lines, and from an LED Courtesy lamp. It remains to
be seen
how well it functions there.
Ira
Message 3
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| Subject: | Re: Europa-List Digest: 20 Msgs - 03/24/03 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 24/03/2003 -0800, you wrote:
>. If rudder is applied fairly decisively (consistent
>with the strength of the cross wind) at this time, there is a period of a
>few seconds while the aircraft is skidding before it starts to drift again.
>It is during this time that one wishes to put the main wheel/s on the ground
>but as you have rightly pointed out, this might not and does not always
>happen.
Kingsley Hurst
Kingsley, IMHO you are right. The only thing I would add is that with the
Eruopa, drag in this situation, skidding and trading velocity energy for
potential energy, (flaring to fly level without power) so long as speed is
only just above the stall, 45kts or so, the plane will sit down on the
ground and stay there. The key to this is to aim to touch down tailwheel
first, (but only just). Stick can then be pulled back on the stop if it
isn't already. The airplane won't pitch up, it can't because the tail can't
go any lower.
Speed should be no more than 50 kts at the flare. Any more and you must
keep flying and floating until it stalls out. Then it will drift of course.
Graham
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Message 4
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| Subject: | Re: Europa-List Digest: 20 Msgs - 03/24/03 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 24/03/2003 -0800, you wrote:
>I believe there are a few out there fitting (or have fitted?) the blue
>mountain EFIS. I'm interested in how much modification was needed to the
>panel to accept the screen and where folk have mounted the magnetometer
>(given that my wings are closed). If there is anyone in the UK further down
>the line than thinking about it I wouldn't mind getting in touch
Paul,
You might also look at the Grand Rapids EFIS. They are a company I have
known for years and come to trust and the price looks good for a less
complicated system. Tell Hugh to look for them at SnF
Graham
---
Message 5
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| Subject: | Fuel Line Min Sizes |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@ozemail.com.au>
Gidday,
Could someone please clarify for me the minimum fuel line dimensions
required of each Rotax engine type. I am led to believe:
912=1/4"
912S=5/16"
914= 3/8".
Subaru=??
This might be a silly question but I need to get my head around all this
imperial stuff, and surprisingly the neurones have "a good dump potential".
I have not yet decided on my engine type, but am tempted to setup for the
obviously most demanding engine.
Reg
Tony Renshaw
Message 6
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| Subject: | Fuel Line Min Sizes |
--> Europa-List message posted by: "Kevin Klinefelter" <kevann@gte.net>
Hi Tony, For the 914 I am using ACS part # 03-40600 3003-0 TUBE 3/8" OD X
.035" W, versatube aluminum lines. Its easy to work with using AN-6
fittings.
Kevin
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Tony Renshaw
Subject: Europa-List: Fuel Line Min Sizes
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@ozemail.com.au>
Gidday,
Could someone please clarify for me the minimum fuel line dimensions
required of each Rotax engine type. I am led to believe:
912=1/4"
912S=5/16"
914= 3/8".
Subaru=??
This might be a silly question but I need to get my head around all this
imperial stuff, and surprisingly the neurones have "a good dump potential".
I have not yet decided on my engine type, but am tempted to setup for the
obviously most demanding engine.
Reg
Tony Renshaw
Message 7
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| Subject: | Re: Monowheel Ground Handling |
--> Europa-List message posted by: "Bob Jacobsen" <jacobsenra@hotmail.com>
Dave and All,
I have found that crosswind landings in my plane just happen naturally. I
totally agree with the others who suggested working up to it - but after a
while it's not a problem at all. I usually set things up so I am in a bit
of a crab and then feel for the ground with the tailwheel while kicking
straight. If you land in a crab my plane straightens itself out. I
sometimes hit an outrigger first - but it dosen't seem to matter much as it
just levels up the wings. You also have to remember to work the ailerons
after landing, which is different that other planes I have flown.
Worse than crosswinds are downwind landings. The field I fly from gets that
sometimes and it's a bugger. The plane floats forever and then the steering
becomes "interesting" - read that a real foot dance. To be avoided until
you feel very comfortable with the plane. Also I reccomend against Touch &
Goes until you have a bunch of landings. I tried one early on and scared
myself - so I did full stop landings and taxied around to takeoff. Now I do
them all the time with no problem - but again you need to work up to it.
One thing is for sure. With practice the plane is super fun to land. Today
I was flying for the first time in two months (I HATE our weather!!) and I
did a buch of touch and goes. Got in the groove right away and just had a
blast. On one I landed quite a ways behind a Cessna 150 also doing touch
and goes. After takeoff I turned inside him and was turning base for my
next landing before he got up to downwind (I love my plane!!).
Bob Jacobsen
A131
>From: DJA727@aol.com
>Reply-To: europa-list@matronics.com
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Monowheel Ground Handling
>Date: Sun, 23 Mar 2003 11:42:42 EST
>
>--> Europa-List message posted by: DJA727@aol.com
>
>Bob,
>
>That was an excellent description of the monowheel handling that anyone
>like
>myself getting up to speed would appreciate. I would ask one more thing, if
>you don't mind. Can you describe the cross wind handling of the aircraft? I
>have not flown in any more than 5 knots of wind so far and in my last 10
>hours of flight time, I plan to focus mostly on that regime of flight. I
>understand the straightening of the aircraft just prior to touchdown, but I
>am wondering if your timing is a little off, what happens. If you input the
>rudder too early, the airplane will start to drift sideways, unless you
>bank
>into the wind. You will end up touching down in a sideways drift. I have
>ended up drifting sideways a couple times with no winds and it seemed to
>not
>be a problem. If you input the rudder too late, you will be hitting in a
>crab, which I would think would be a big problem, giving the unstable
>nature
>of a tail dragger.
>
>Can you touch down on the up wind out rigger in these airplanes first?
>There
>is a slight amount of bank possible when the airplane is on the main, but
>the
>main is not compressed.
>
>This is the last item I need to get through before feeling that I made the
>right decision in the gear configuration of my airplane. I feel somewhat
>as
>I did 24 years ago as a student pilot -- watching the flags while driving
>to
>the airport. Part of this is due to knowing a Europa owner who ground
>looped
>his monowheel airplane twice. I can see what the possibilities are and
>don't
>want the same thing to happen to me!
>
>Thanks again for the great description!
>
>
>Dave
>A227
>Mini U2
>28 hours
>
>
Message 8
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| Subject: | Re: Monowheel Ground Handling |
--> Europa-List message posted by: DJA727@aol.com
In a message dated 3/25/2003 10:19:49 PM Pacific Standard Time,
jacobsenra@hotmail.com writes:
> I have found that crosswind landings in my plane just happen naturally. I
> totally agree with the others who suggested working up to it - but after a
> while it's not a problem at all. I usually set things up so I am in a bit
> of a crab and then feel for the ground with the tailwheel while kicking
> straight. If you land in a crab my plane straightens itself out. I
> sometimes hit an outrigger first - but it dosen't seem to matter much as it
>
> just levels up the wings. You also have to remember to work the ailerons
> after landing, which is different that other planes I have flown.
>
>
Bob,
Thanks for the additional input. I do have one question, though. You said
that you have to work the ailerons after landing. Why is that? I would think
the airplane would do fine rolling on one outrigger or another. When I
takeoff, that is what I end up doing. I mainly focus on keeping it going
straight.
Today, I landed in a light wind and touched down in a slight drift sideways.
When I have done that, it seems that it is easy to control and get going
straight. I also noticed that after flying airplanes with toe brakes for the
last 100 years or so, I find myself "pushing" on the rudder pedals after
landing. I think that makes the control less precise and I think I may need
to focus on the steering and remember that the brakes is with the hand.
I am now up to 32.3 hours and 59 landings - it is still in one piece!! (at
least when the wings and tail are intalled!!!
Dave
A227
mini U2
Message 9
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| Subject: | Monowheel Ground Handling |
--> Europa-List message posted by: "Tony S. Krzyzewski" <tonyk@kaon.co.nz>
>>> I find myself "pushing" on the rudder pedals after
landing.
That one is incredibly difficult to break out of. Even after several
hundred landings I still find myself "braking" with my feet!
Tony
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