Today's Message Index:
----------------------
1. 03:27 AM - Re: Alleron Fitting (Neville Eyre)
2. 03:52 AM - Re: Refused Europa Factory messages (Neville Eyre)
3. 12:43 PM - Europa R/C Model (Bob Jacobsen)
4. 02:16 PM - Vacuum pump leaking (KARL HEINDL)
5. 03:27 PM - Re: Static when refueling? (James Nelson)
6. 03:27 PM - Re: Vacuum pump leaking (James Nelson)
7. 04:04 PM - Re: Vacuum pump leaking (KARL HEINDL)
8. 05:45 PM - Re: Refused Europa Factory messages (Alan Stills)
9. 05:58 PM - Re: 914 fuel pressure (Fred Fillinger)
10. 06:57 PM - Re: 914 fuel pressure (Tony S. Krzyzewski)
11. 07:55 PM - aileron closeout (Alan Stills)
Message 1
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| Subject: | Re: Alleron Fitting |
--> Europa-List message posted by: "Neville Eyre" <Neville@europa-aircraft.com>
Hi Alan,
Sorry for the delay in replying, we have had a major glitch here with our computer
system, nothing was coming, although a test message I sent from home appeared
to have made it ( I didn't get a non delivered note on my home computer).
Anyway, we are up and running again!
I can't remember how much detail on closing the wings I gave you , so here is my
latest procedeure.
Trim the aileron closeout flange to be 1/2'' wide (the part that bonds to the top
skin).
Trim the flap closeout flange to 1/2''.
Cut the bond at the rear of the rib on the rib at half aileron span to let the
closeout be free, also do the same on the outer flange of the outrigger rib.
The vertical web at the inboard end of the aileron should be cut out to leave
a 1/4'' rim.
Cut the ''roof'' off of the aileron mass balance boxes, and bond them onto the
lower skin, centred on the balance arms, as per manual.
Cleco the top skin on, and scribe a line on the underside, useing the closeout
flanges as a guide, and cut off the exess, so the upper panel matches the closeouts.
Cover the leading edge of the flap and aileron with 3 or 4mm kitchen floor linolium
or similar, and rig the flaps fully up, and the aileron in neutral.
Glue the top skin on, with steel box section over the spar flange joint, and on
top of the flap and aileron joints, with enough weight to gently squeeze the
Redux out.Put a generous amount of Redux on the ribs, and make a fillet along
the closeout joints to enlarge the glue line to about 3/4'', the Redux should
be thickened with cotton flox to the ''just doesn't run'' state.
When fully cured (leave for three days), remove the ailerons and flaps, and scuff
sand the inside of the mass balance boxes, and the underside of the upper panel,
and do a 3 ply Bid lay up from the box onto the skin.
When you remove the lino' you will have a uniform gap.Sand the aileron closeout/skin
edge at an angle, to match the required up deflection of the aileron.
This works every time, I did the last one this week.
Hope this will help, phone me on 1751 433475 if you need to talk this through,
sorry again about the delay.
Cheers,
Nev.
>>> "Alan Stills" <astills785@earthlink.net> 04/26/03 11:49pm >>>
--> Europa-List message posted by: "Alan Stills" <astills785@earthlink.net>
Nevelle.
Appreciate the advice, however the closeout at the root was approximately
45MM while my aileron's are both 60 MM finished. The outboard end varied on
both the wings. I've quiried the factory as 15MM difference is a little much
for a factory fastbuild. Thanks
Al Stills
A095
Message 2
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| Subject: | Re: Refused Europa Factory messages |
--> Europa-List message posted by: "Neville Eyre" <Neville@europa-aircraft.com>
Hi ALL,
We are alive and kicking!
Had some sort of glitch in the system, seems O.K.now.
Cheers,
Nev.
>>> "Fergus Kyle" <VE3LVO@rac.ca> 05/05/03 10:07pm >>>
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
Today I tried to email Neville and it was refused, so I directed
same to Andy, and got the same reaction:
"This Message was undeliverable due to the following reason:
Each of the following recipients was rejected by a remote mail server.The
reasons given by the server are included to help you determine why each
recipient was rejected.
Recipient: <andy@europa-aircraft.com>
Reason: (BHST) Unknown host/domain name in "andy@europa-aircraft.com"
Anybody else had this reply? Hope it's not a sober event........
Ferg
A064
Message 3
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| Subject: | Europa R/C Model |
--> Europa-List message posted by: "Bob Jacobsen" <jacobsenra@hotmail.com>
In case you havent seen it check out this website:
www.rchomebuilts.com
BOb Jacobsen
A131
Message 4
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| Subject: | Vacuum pump leaking |
--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
I noticed a small amount of oil leaking from the Rapco vacuum pump (on
912S). It is coming out of
the openings at the side, and also from the metal to metal seal between it
and the gearbox. The pump
was installed a long time ago and the engine hasn't flown yet. Have only
done warmups and midrange
rpm. I didn't think there would be any oil going to the external drive. Does
it indicate something more
sinister, like a broken seal in the gearbox ?
The pump isn't vital at this stage, but what about the engine ?
Please help, anyone, if you have an answer.
Cheers, Karl Heindl, 392 tri in Canada
http://www.msn.co.uk/messenger
Message 5
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| Subject: | Re: Static when refueling? |
--> Europa-List message posted by: James Nelson <europajim@juno.com>
Ron,
Try to refuel with metal cans rather than plastic. (Tough to
find) I bonded my whole system to a common point that extends with a
metal tab below the fuselage next to the fuel drains. This way I can
hook up a grounding strap and the whole fuel system is ground potential.
My fuel entrance fitting that the cap goes into is grounded to the
outlets at the tank and to the ground in the electrical system. You can
ground the fuel system in the bottom of the tank by using the aluminum
fittings that provide sump drains. The redux will provide an electrical
pathway so the copper lines that go deep into the tank can pull static
out. Use a small screw clamp to hold a wire onto the fitting on each
side. These should go to a common point for bonding. I also put in a
braided cable from the entrance down through the plastic tubing into the
tank all hooked together at one point. Ta Da. !! I think its the best
you can do with our plastic airplane.
Jim Nelson
N15JN
On Sun, 04 May 2003 06:01:50 -0400 "Ronald J. Parigoris"
<rparigor@suffolk.lib.ny.us> writes:
> --> Europa-List message posted by: "Ronald J. Parigoris"
> <rparigor@suffolk.lib.ny.us>
>
>
> Have a few questions about refueling.
>
> If using Mogas, do you take precautions to somehow ground the can?
>
> Can you use plastic gas can?
>
> If using 100LL at an airport, where/would you attach ground clamp?
>
> Thanks.
>
> Ron Parigoris
>
>
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: Vacuum pump leaking |
--> Europa-List message posted by: James Nelson <europajim@juno.com>
Karl,
Replace it with an all electrical system and you won't have those
problems :-)) I went to all electrical in my 912S Mono Wheel. Vacuum
systems do not have a good reputation for long livity. The old wet
vacuum systems lasted but it seem as though thoes are hard to find as
everyone had gone dry.
Jim Nelson
N15JN
On Thu, 08 May 2003 22:15:46 +0100 "KARL HEINDL" <kheindl@msn.com>
writes:
> --> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
>
>
> I noticed a small amount of oil leaking from the Rapco vacuum pump
> (on
> 912S). It is coming out of
> the openings at the side, and also from the metal to metal seal
> between it
> and the gearbox. The pump
> was installed a long time ago and the engine hasn't flown yet. Have
> only
> done warmups and midrange
> rpm. I didn't think there would be any oil going to the external
> drive. Does
> it indicate something more
> sinister, like a broken seal in the gearbox ?
>
> The pump isn't vital at this stage, but what about the engine ?
>
> Please help, anyone, if you have an answer.
>
> Cheers, Karl Heindl, 392 tri in Canada
>
> http://www.msn.co.uk/messenger
>
>
>
>
> Other Lists: http://www.matronics.com/emaillists
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Vacuum pump leaking |
--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
do not archive
Many thanks Jim,
My concern right now is: is it the gearbox or the pump ? For the future I
intend to rip out all the
vacuum stuff because of the weight and replace with those electronic 'gyros'
from the outfit in
Australia , not Efis but individual instruments.
Cheers, karl
>From: James Nelson <europajim@juno.com>
>Reply-To: europa-list@matronics.com
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Vacuum pump leaking
>Date: Thu, 8 May 2003 18:07:52 -0400
>
>--> Europa-List message posted by: James Nelson <europajim@juno.com>
>
>Karl,
> Replace it with an all electrical system and you won't have those
>problems :-)) I went to all electrical in my 912S Mono Wheel. Vacuum
>systems do not have a good reputation for long livity. The old wet
>vacuum systems lasted but it seem as though thoes are hard to find as
>everyone had gone dry.
>
>Jim Nelson
>N15JN
>
>
>On Thu, 08 May 2003 22:15:46 +0100 "KARL HEINDL" <kheindl@msn.com>
>writes:
> > --> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
> >
> >
> > I noticed a small amount of oil leaking from the Rapco vacuum pump
> > (on
> > 912S). It is coming out of
> > the openings at the side, and also from the metal to metal seal
> > between it
> > and the gearbox. The pump
> > was installed a long time ago and the engine hasn't flown yet. Have
> > only
> > done warmups and midrange
> > rpm. I didn't think there would be any oil going to the external
> > drive. Does
> > it indicate something more
> > sinister, like a broken seal in the gearbox ?
> >
> > The pump isn't vital at this stage, but what about the engine ?
> >
> > Please help, anyone, if you have an answer.
> >
> > Cheers, Karl Heindl, 392 tri in Canada
> >
> > http://www.msn.co.uk/messenger
> >
> >
> >
> >
> > Other Lists: http://www.matronics.com/emaillists
> >
> >
> >
> >
> >
> >
> >
>
>
Message 8
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| Subject: | Re: Refused Europa Factory messages |
--> Europa-List message posted by: "Alan Stills" <astills785@earthlink.net>
Neville,
Thanks for the answer, I recieved both your e-mails and you answered my
questions...albieght a little late..again thank you
Al Stills
A095
----- Original Message -----
From: "Neville Eyre" <Neville@europa-aircraft.com>
Subject: Re: Europa-List: Refused Europa Factory messages
> --> Europa-List message posted by: "Neville Eyre"
<Neville@europa-aircraft.com>
>
> Hi ALL,
> We are alive and kicking!
> Had some sort of glitch in the system, seems O.K.now.
> Cheers,
> Nev.
>
> >>> "Fergus Kyle" <VE3LVO@rac.ca> 05/05/03 10:07pm >>>
> --> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
> Cheers,
> Today I tried to email Neville and it was refused, so I
directed
> same to Andy, and got the same reaction:
>
> "This Message was undeliverable due to the following reason:
> Each of the following recipients was rejected by a remote mail server.The
> reasons given by the server are included to help you determine why each
> recipient was rejected.
>
> Recipient: <andy@europa-aircraft.com>
> Reason: (BHST) Unknown host/domain name in
"andy@europa-aircraft.com"
>
> Anybody else had this reply? Hope it's not a sober
event........
> Ferg
> A064
>
>
Message 9
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| Subject: | Re: 914 fuel pressure |
--> Europa-List message posted by: Fred Fillinger <fillinger@ameritech.net>
DJA727@aol.com wrote:
> Here is a question that comes after thinking quite a bit.
>
> 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.
> ...
> 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've seen spec sheets where there's two versions on the same sheet. One
is sealed; the other is called differential and has a second hose barb
where the other one is sealed. One does need to look for a fuel/solvent
resistant type, though.
> 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.
Wonder if that's back pressure in the return line. I would tee into the
return line at a low point level with tank bottom, and with a full tank.
Clear tubing then pointing skyward. Measure increases in level with
0, 1 and 2 pumps. One psi = 27.7" of water at sea level, or 36.9" of
fuel. Don't forget to add say .6 psi for worst case pressure induced
by the tank vent in cruise.
> Should the fuel pressure be measured in the line from the regulator
> to the carb?
I believe that will same pressure, looking at internal design of the
regulator.
> If I institute the policy of taking off with one pump, that would
> solve this puzzle, but I am not sure what is correct.
Upon failure it's maybe 5 seconds 'til silence, and if early in
climbout, I don't like the idea of dealing with even first an aural
alarm by trying 2nd pump at a time where delay in setting up for forced
landing can be bad. The FAA has an AC advising mfrs (other than
airliners) how to deal with the requirement to meet specified failure
probabilities in critical systems. Amazing how mere redundancy
simplifies compliance!
Good luck!
Fred F.
Message 10
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| Subject: | 914 fuel pressure |
--> Europa-List message posted by: "Tony S. Krzyzewski" <tonyk@kaon.co.nz>
>> Upon failure it's maybe 5 seconds 'til silence, and if early in
climbout, I don't like the idea of dealing with even first an aural
alarm by trying 2nd pump at a time where delay in setting up for forced
landing can be bad.
It's actually more than that. I reckon it was about 15 seconds before it
all went quiet in cruise. Then 5 seconds to realise what had happened,
10 seconds to restart - then two hours to rework the owner's panel so
that the pilot couldn't inadvertently turn off both pumps in flight when
he only meant to turn off the boost pump.
Tony
Message 11
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| Subject: | aileron closeout |
--> Europa-List message posted by: "Alan Stills" <astills785@earthlink.net>
Hi all,
I finally got the answer to my questions on the aileron closeout from Nigel at
the factory and am posting it for others to see.
Al Stills
A095
Hi Alan,
Sorry for the delay in replying, we have had a major glitch here with our computer
system, nothing was coming, although a test message I sent from home appeared
to have made it ( I didn't get a non delivered note on my home computer).
Anyway, we are up and running again!
I can't remember how much detail on closing the wings I gave you , so here is my
latest procedeure.
Trim the aileron closeout flange to be 1/2'' wide (the part that bonds to the top
skin).
Trim the flap closeout flange to 1/2''.
Cut the bond at the rear of the rib on the rib at half aileron span to let the
closeout be free, also do the same on the outer flange of the outrigger rib.
The vertical web at the inboard end of the aileron should be cut out to leave
a 1/4'' rim.
Cut the ''roof'' off of the aileron mass balance boxes, and bond them onto the
lower skin, centred on the balance arms, as per manual.
Cleco the top skin on, and scribe a line on the underside, useing the closeout
flanges as a guide, and cut off the exess, so the upper panel matches the closeouts.
Cover the leading edge of the flap and aileron with 3 or 4mm kitchen floor linolium
or similar, and rig the flaps fully up, and the aileron in neutral.
Glue the top skin on, with steel box section over the spar flange joint, and on
top of the flap and aileron joints, with enough weight to gently squeeze the
Redux out.Put a generous amount of Redux on the ribs, and make a fillet along
the closeout joints to enlarge the glue line to about 3/4'', the Redux should
be thickened with cotton flox to the ''just doesn't run'' state.
When fully cured (leave for three days), remove the ailerons and flaps, and scuff
sand the inside of the mass balance boxes, and the underside of the upper panel,
and do a 3 ply Bid lay up from the box onto the skin.
When you remove the lino' you will have a uniform gap.Sand the aileron closeout/skin
edge at an angle, to match the required up deflection of the aileron.
This works every time, I did the last one this week.
Hope this will help, phone me on 1751 433475 if you need to talk this through,
sorry again about the delay.
Cheers,
Nev.
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