Today's Message Index:
----------------------
1. 01:17 AM - taxiing a tri gear (Richard)
2. 09:52 AM - Outrigger replacement wheels (Erich Trombley)
3. 11:04 AM - Popham fly-in Sunday 8th June (DaveBuzz@aol.com)
4. 03:49 PM - 914 fuel pressure (DJA727@aol.com)
5. 04:07 PM - Airport Lot for Sale / Trade for Europa XS (Steven B. Janicki)
6. 05:37 PM - Rolo-Flairing Tool (I think I have a dud) (Tony Renshaw)
Message 1
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| Subject: | taxiing a tri gear |
--> Europa-List message posted by: "Richard" <riddon@btinternet.com>
My Permit finally arrived last Saturday and, after a number of circuits &
landings with my test pilot / instructor, I finally managed my 'first Europa
solo' Monday afternoon.
What a buzz!!!!
Anyone got any tips on taxiing the tri gear as I found this by far the most
difficult part of handling the aircraft, In fact my last landing was on
runway 28 at Blackpool and the wind was 230 deg. up to 15 kts. I got the
plane down on the tarmac safely but then nearly ended up on the grass as the
wind was weathercocking me powerfully to the left and I really struggled to
keep it on the runway, particularly at the point where the rudder became
ineffective and I had to transfer to the toe brakes.
Any hints and tips would be gratefully received.
Richard Iddon G-RIXS
p.s. Bumped into the Europa 'fly-in' to Ireland. It was nice to see a few
more Europa's at Blackpool.
Message 2
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| Subject: | Outrigger replacement wheels |
--> Europa-List message posted by: Erich Trombley <erichdtrombley@juno.com>
Terry, I have been using a replacement wheel recommended by Kim Prout which I am
sure is the same one Dennis is using. So far the wheel has performed much better
than the original one which lasted less than one day. Kim Prout and I were
aggressively taxing my plane prior to the first flight when the wheel disintegrated.
Anyway the wheel is basically an industrial caster made by Colson, check out their
catalog.
http://www.colsoncaster.com/maincatalog/performa.pdf
I went with the round grey tread series 2 vs the flat tread which is what Europa
provide. They are realtively inexpensive at less than $10 each and will need
a bushing for the proper bolt diameter which was also available at the local
hardware store.
Erich Trombley
A028
Does anyone have a recommendation for outrigger wheels, something a
little higher quality than those included in the kit?
Terry Seaver
A135 / N135TD
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Message 3
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| Subject: | Popham fly-in Sunday 8th June |
--> Europa-List message posted by: DaveBuzz@aol.com
Just a quick note to point out that the club fly-in at Popham this year will
be on sunday 8th June. Popham are also having an Ahhh DeHavilland fly-in that
sunday too, so you get two Great British aircraft meets on the same day. I'm
not sure if I will be able to attend now, but Bob Gibbs will be there to greet
you and probably Dave Bishop too (thanks guys;-) )
Looking forward to some good weather that weekend,
All the best,
Dave Bosomworth
kit67
g-bxum
(The Popham fly-in may have been advertised with a date of 10th May, but it is
in fact on 8th June)
do not archive
Message 4
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| Subject: | 914 fuel pressure |
jas56d@msn.com
--> Europa-List message posted by: DJA727@aol.com
Here is a question that comes after thinking quite a bit.
The 914 engine has two electric fuel pumps that feed fuel to the engine. The
fuel pressure is supposed to be regulated by a fuel regulator on the top of
the airbox. It maintains the fuel pressure at about 3.5 psi above the airbox
pressure. The normal range is from 2.0 to 5.0 psi delta above airbox
pressure. Should the pressure go over 5.0 delta, there is risk of flooding
the carbs.
I have been trying to figure a way to measure that parameter and have not
found a cheap way, since a delta pressure sensor to do that job is very
expensive, I think.
I had an idea that I acted on and that was to record fuel pressure vs
manifold pressure, to see if the relationship would be similar to the airbox
relationship. It turned out to be linear and I set up my monitor to compare
the fuel pressure reading to manifold pressure with a derived simple math
function. I ran the engine today, and it basically worked OK, staying within
my prescribed limits based on reason.
It worked fine, except for the fact that the fuel pressure reading jumped 2.2
psi with the second fuel pump turned on. This has always bothered me that the
fuel pressure is supposed to be regulated, yet it significantly increases
with the second fuel pump activated along with the first. I am measuring raw
fuel pressure in the line coming from the pumps, going to the engine.
The Rotax manual has the two pumps in series, yet the Europa manual calls for
them to be in parallel. Mine are as the Europa manual calls. I am now
wondering if the airplane should be operated with one pump running, rather
than 2. I have a system set up to automatically activate the second pump,
should the first one fail.
An additional factoid is that my engine spits small amounts of soot onto the
leading edge of the wing and I am wondering if I am getting that from running
the engine on the virge of flooding with 2 pumps turned on for aake off and
landing. I would love to talk to a Rotax engineer, but I find them hard to
come by. Anybody have any ideas on this? Should the fuel pressure be measured
in the line from the regulator to the carb? If I institute the policy of
taking off with one pump, that would solve this puzzle, but I am not sure
what is correct.
Thanks,
Dave
A227
Mini u2
Message 5
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| Subject: | Airport Lot for Sale / Trade for Europa XS |
--> Europa-List message posted by: "Steven B. Janicki" <longezav8r@yahoo.com>
Hello, I have an airport lot at Lake California in Cottonwood California just south of Redding. For financial reasons I am no longer going to build a home on the lot and would like to offer the lot in trade for a Europa XS kit / already built as I need an airplane that I can keep at home and trailer to and from the airport. If anyone is interested please visit www.lakecalifornia.com for more information and contact me via e-mail with any questions. Regards, Steven
Regards,
Steven
---------------------------------
Message 6
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| Subject: | Rolo-Flairing Tool (I think I have a dud) |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@ozemail.com.au>
Gidday,
Sorry to keep going on about this but I have a problem, I think. The flairing
tool I have appears to be high quality, but there are a couple of areas where I
am unsure. IT is a Parker Rolo-Flair 37 degree tool. It has a multiple pipe
diameter clamping system which is an extension from the handle, and ontop of
this is a bridge system that elevates a centrally located spindle above the
pipe, which comes in from the opposing side. Within this threaded spindle is
the flairing die and it winds into the pipe that is clamped to a pre determined
depth by a depth gauge feature, which is very nicely engineered. So, my problem
is that the spindle is loose and so is the bridge support, but only by a little
bit. It results in the die winding down into the tube, but allows it to become
"non concentric" within the scope of the sloppiness of the spindle. Suffice to
say, as you wind it into the pipe it migrates in an uncontrollable direction,
or at least I can't control it. So I want to know if this sloppiness is normal?
It is made by Parker in the US and I seem to recall it is called a Roto
Flairing tool. Red Handle, bronzy coloured metal. Has anyone else had the same
problems, and if so, how do I stop it happening???
Reg
Tony Renshaw
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