Today's Message Index:
----------------------
1. 12:44 AM - Bob Berube's Phone No. (Tony Renshaw)
2. 02:10 AM - Re: Bob Berube's Phone No. (David Watts)
3. 06:16 AM - Mods to Classic Mono-wheel (Colin John Howard Richardson)
4. 08:15 AM - filling (paul stewart)
5. 08:29 AM - Shrunken bulkhead templete (ScramIt@aol.com)
6. 08:41 AM - Re: Shrunken bulkhead templete (TELEDYNMCS@aol.com)
7. 09:07 AM - Re: Shrunken bulkhead templete (Miles Simon)
8. 09:54 AM - Re: Mods to Classic Mono-wheel (Nigel Charles)
9. 12:03 PM - Re: 914 mag check problem (KandShill@aol.com)
10. 02:40 PM - Re: Shrunken bulkhead templete (Timothy houlihan)
11. 04:24 PM - Re: filling (Tony S. Krzyzewski)
12. 04:37 PM - Re: Builders in Vancouver (Dale Hetrick)
13. 09:26 PM - Re: 914 mag check problem (DJA727@aol.com)
14. 09:30 PM - Screaching sound (DJA727@aol.com)
Message 1
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| Subject: | Bob Berube's Phone No. |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Gidday,
Does anyone know Bobs phone no please???
Reg
Tony Renshaw
Sydney Australia
Message 2
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| Subject: | Re: Bob Berube's Phone No. |
--> Europa-List message posted by: "David Watts" <dg.watts@virgin.net>
Tony,
Bob's phone number at Flite Crafters is (813) 655-6411 or e-mail
bberube@Tampabay.rr.com or RLaviation@aol.com
Dave Watts G-BXDY No 229
> Does anyone know Bobs phone no please???
> Reg
> Tony Renshaw
> Sydney Australia
Message 3
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| Subject: | Mods to Classic Mono-wheel |
--> Europa-List message posted by: "Colin John Howard Richardson" <cjh.richardson@virgin.net>
I am about to carry out some major modifications to my Mono-wheel and would appreciate
any hints and tips from those who have done these mods before.
I am changing the aircraft to a Tri-gear to obtain more control on my strip which
has - in places - a transverse slope of 8 degrees.
Although nothing has happened so far I feel that a Tri-gear would give better control
on the ground. As we used to say about Harvard pilots, there are those
pilots who have ground looped it and those who are about to!
Because my strip is at an altitude of 940ft the present Rotax 912UL runs out of
steam in density altitudes above 1500ft at max gross. I am therefore changing
the engine to a 912S. Any information about snags - particularly improving the
oil cooling would be greatly appreciated.
Regards
John Richardson.
G-BXGG Kit 178
Message 4
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--> Europa-List message posted by: "paul stewart" <paul-d.stewart@virgin.net>
Seem to be having reasonable success with the fishing line and super fill technique
on the flatter surfeces. Anyone got any handy tips for getting vaguely even
layers of filler onto the highly curved surfaces - leading edges and taile
plane tips?
Regards
Paul Stewart #432
Message 5
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| Subject: | Shrunken bulkhead templete |
--> Europa-List message posted by: ScramIt@aol.com
Here's a copy of a note I sent to Europa:
My fuselage rear bulkhead seems to have shrunk, Or at least lost some height.
With all the lines lined up total height is 1/2 inch short and the wood
insert for the trim motor is 5 mm short and that box is printed all on the same
page. So it's not my poor alignment skills. The measurements for width seem OK.
Did it shrink at the printers? Is the width OK? Should I make it taller, and at
what point, 1/4 at both seams? Here's a picture to clear things up.
Photo:
http://homepage.mac.com/sdunsmuir/EuropaSite/Back%20of%20the%20boat/DSCN1613-t
b.html
Reply:
Hi Steve,
The printing may have compromised the scale, check the dimension of the cut
out for the ply is 245mm, if it does not tally, the easiest way would be to go
to Kinko's or similar, and have all the sheets coppied at 105 percent, or
whatever is needed to bring the template to the correct size.
This is something we have not come accross before.
Cheers,
Well, I didn't change the size, and built the smaller bulkhead the way the
drawing showed and not the text. It fit in the lower half with no trimming. I
fitted the top yesterday and the smaller templet is perfect. It fit with no
trimming needed. Just a note to keep the head scratching to a minimum.
SteveD.
http://homepage.mac.com/sdunsmuir/Europa.html
Message 6
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| Subject: | Re: Shrunken bulkhead templete |
--> Europa-List message posted by: TELEDYNMCS@aol.com
In a message dated 6/8/2003 11:30:51 AM Eastern Daylight Time,
ScramIt@aol.com writes:
> Did it shrink at the printers?
I've had to adjust every template I've used so far. Not one single template
has been exactly correct. My guess is because of alterations caused by
photocopying. Templates really should be blueprinted for accuracy. Hello, Europa,
are
you listening?
Regards,
John Lawton
Dunlap, TN
A-245
Message 7
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| Subject: | Re: Shrunken bulkhead templete |
--> Europa-List message posted by: "Miles Simon" <Simon.Miles@skynet.be>
John,
I think it may be an issue as to how long ago the template was printed (or
copied) and the conditions it has been stored under. Recently, I was helping
a nephew build a balsa model aeroplane and the instructions included the
information that the paper plans supplied with the kit may not be accurate
because of shrinkage of the paper due to environmental conditions. In that
case, they suggested that the dimensions specified should be considered
correct - not the plans.
Simon Miles.
Builder #508
----- Original Message -----
> I've had to adjust every template I've used so far. Not one single
template has been exactly correct. My guess is because of alterations
caused by photocopying. Templates really should be blueprinted for
accuracy. Hello, Europa, are you listening?
Regards,
John Lawton
Dunlap, TN
A-245
Message 8
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| Subject: | Re: Mods to Classic Mono-wheel |
--> Europa-List message posted by: "Nigel Charles" <nigelcharles@tiscali.co.uk>
>Because my strip is at an altitude of 940ft the present Rotax 912UL runs
out of steam in density altitudes above 1500ft at max gross. I am therefore
changing the engine to a 912S. Any information about snags - particularly
improving the oil cooling would be greatly appreciated.<
I take it from your build number your Europa, like mine, is a Classic. In
terms of cooling Classics tend to be oil cooling limited whereas XS's are
water/glycol limited. With that in mind I relocated the oil cooler below the
prop and provided a small scoop to duct in the cooling air. I used a
locating bracket for the oil cooler on the stbd side and a butterfly Dzus
fastener on the port side to enable quick fixing/release when
fitting/removing the lower cowl. New engines seem to create more heat whilst
they are running in. Temperatures settled down after about 15 - 20hrs of
flying.
If you want further details let me know.
You will find the performance is transformed with the extra 20hp. If you can
justify it a CS prop will give you the last bit of performance whilst not
having to compromise on pitch setting. Knowing you can get all the 100hp on
take-off without risk of overspeeding is very comforting. Once airborne
cruise climbing and cruising at whatever rpm you want is also useful.
Nigel Charles
Message 9
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| Subject: | Re: 914 mag check problem |
--> Europa-List message posted by: KandShill@aol.com
Hi Dave,
Sorry it took me so long to reply.
Here is an electronics troubleshooting test procedure which will switch every electrical
component and help you isolate the failed or degraded component. It
will take about 3 hours to complete.
1. Service the ground wires (clean, service with dielectric grease and reattach).
Be sure to tie leads together so they don't vibrate and break)
2. (a)Switch the red charge leads. Does the problem move?
(b)Do trigger check
3. (a) Change plugs (b) Pull off plug wires and check for resistance (c) check
secondary circuit.
4. Take off A & B modules and reverse them.
Just for info, the most common electrical problem with the Rotax is contamination
of the grounds, second most common is spark plug boot failure, and the third
most frequent is the A/B module failure.
P.S. when you unscrew the plug boots snip a little bit off the en of spark plug
wire before you reattacth (finger tight only)
Dave if I can be of any further assistance please call me.
Ken Hill
925-484-0975
Hello group,
I long for a good old reliable Lycoming engine! My 914 is now failing the mag
check and everything I try has actually made it worse. I have consulted with
Rotax and they have suggested several things - cleaning up the connections at
the plug wires, swapping plugs too to bottom to see if the situation reverses
(indicating a plug problem), changing the plugs to new.
The problem is I get a mag drop of 300 on circuit B and now 500 on circuit A.
At this point, with cleaned up wires, new plugs - it runs rough on mags A
and B one at a time, with the large drop coming on A still. I now cannot fly -
I
think it is even running rough with both mags on.
The latest suggestion is to check and clean up the ignition ground bolt by
the electronic boxes. Then, it is to again check the carb synch - THEN they need
to "see the engine", which can be a big problem where I live, since I won't
fly it until I figure out what is wrong.
One other thing I can say is I don't think I ever had a very good mag drop
since new. It was less than the limit of 300, but not by much compared to what
most people are telling me.
Any suggestions out there besides replacing the engine with one that a
control freak like me can adjust!
Dave
A227
Mini U2 (grounded)
Message 10
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| Subject: | Re: Shrunken bulkhead templete |
--> Europa-List message posted by: "Timothy houlihan" <Tim@houlihan.flyer.co.uk>
Hi
Don't shoot the printer just yet.
Who says blueprints are any more accurate ?
The paper the image is copied onto is probably the culprit.
Paper changes its dimensions with temp and humidity like you would not
believe.
Some design offices plot onto Mylar or polyester material to minimise the
problem, even then virtually all CAD output is marked as "do not scale" for
good reason.
Regards
Tim Houlihan
Europa No 10
----- Original Message -----
From: <TELEDYNMCS@aol.com>
Subject: Re: Europa-List: Shrunken bulkhead templete
> --> Europa-List message posted by: TELEDYNMCS@aol.com
>
> In a message dated 6/8/2003 11:30:51 AM Eastern Daylight Time,
> ScramIt@aol.com writes:
>
> > Did it shrink at the printers?
>
> I've had to adjust every template I've used so far. Not one single
template
> has been exactly correct. My guess is because of alterations caused by
> photocopying. Templates really should be blueprinted for accuracy. Hello,
Europa, are
> you listening?
>
> Regards,
>
> John Lawton
> Dunlap, TN
> A-245
>
>
Message 11
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--> Europa-List message posted by: "Tony S. Krzyzewski" <tonyk@kaon.co.nz>
>> Seem to be having reasonable success with the fishing line and super
fill technique on the flatter surfeces. Anyone got any handy tips for
getting vaguely even layers of filler onto the highly curved surfaces -
leading edges and taile plane tips?
I just take a handful and use the shape established between thumb and
forefinger as a spreader. You can get a really thin layer of filler onto
the leading edges doing it this way.
Gloved hand of course!
Tony
Message 12
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| Subject: | Re: Builders in Vancouver |
--> Europa-List message posted by: Dale Hetrick <gdale2@juno.com>
Rob,
Many thanks for the info. If time permits I will contact Alex when I'm
in Vancouver.
Dale
Message 13
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| Subject: | Re: 914 mag check problem |
--> Europa-List message posted by: DJA727@aol.com
In a message dated 6/8/2003 12:03:58 PM Pacific Standard Time,
KandShill@aol.com writes:
>
> Sorry it took me so long to reply.
> ######## No problem!
> Here is an electronics troubleshooting test procedure which will switch
> every electrical component and help you isolate the failed or degraded
> component. It will take about 3 hours to complete.
>
> 1. Service the ground wires (clean, service with dielectric grease and
> reattach). Be sure to tie leads together so they don't vibrate and break)
>
##### That has been done........
> 2. (a)Switch the red charge leads. Does the problem move?
> (b)Do trigger check
>
##### I did not do a trigger check........
> 3. (a) Change plugs (b) Pull off plug wires and check for resistance (c)
> check secondary circuit.
>
#### I did all of that...........
> 4. Take off A &B modules and reverse them.
>
>
####### Done - no change.......
> Just for info, the most common electrical problem with the Rotax is
> contamination of the grounds, second most common is spark plug boot failure,
and the
> third most frequent is the A/B module failure.
> P.S. when you unscrew the plug boots snip a little bit off the en of spark
> plug wire before you reattacth (finger tight only)
>
> Dave if I can be of any further assistance please call me.
>
#### Thank you. I have also reconnected the wires at the individual coils and
after running the engine today, it is doing quite well. I wish I could say
what is different, but I will fly in the morning. I have wrapped the exhaust in
an attempt to provide better cooling in the cowling and will see how the
engine performs after this flight. I fully expect the problem to re -- emerge!
Dave
Message 14
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| Subject: | Screaching sound |
--> Europa-List message posted by: DJA727@aol.com
So, if I don't have enough to talk about, now I am hearing a rather loud
"screeching" sound on shutdown. It could be described as a loud squeak. I presumed
it was the slip rings on the airmaster prop, but after removing the contacts
for cleaning, I can hear the noise when pulling the prop through
(occasionally). It only seems to be there when the engine is hot after shutdown,
but can be
heard by passers by. It almost sounds like a seal that is dry making noise in
the front of the engine. Anyone else have such a noise with their engines?
thanks,
Dave A227
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