Today's Message Index:
----------------------
1. 12:54 AM - Re: 912 Engine Problem - Request for help (Alan Stewart)
2. 06:16 AM - Re: Wrong Size Wingtips? (Stephan Cassel)
3. 08:05 AM - Re: 912 Engine Problem - Request for help (Fred Fillinger)
4. 09:00 AM - Re: 912 Engine Problem - Request for help (Stephan Cassel)
5. 11:49 AM - Re: Wrong Size Wingtips? (DuaneFamly@aol.com)
6. 12:40 PM - Europa tire tracks on the garage floor. (Steve Hagar)
7. 05:56 PM - Cruise Performance (KARL HEINDL)
Message 1
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| Subject: | 912 Engine Problem - Request for help |
--> Europa-List message posted by: "Alan Stewart" <alan.stewart@blueyonder.co.uk>
Just to rebalance the discussions slightly, I have always believed that
the Rotax 912 has been a very reliable engine in service, and has given
many owners hundreds of hours of virtually trouble free flying. Is this
not so?
Rotax recently 'upped' the TBO time on my engine, for a second time, to
1500 hrs: see - http://www.rotax-owner.com
My only personal criticism is that the installation in the Europa has
insufficient power when the aircraft is fully laden, and this means
extra careful consideration must be given to take-off clearance on warm,
windless days. I'm given to understand that a VP prop goes some way to
ameliorate this deficiency.
I think different arguments may come into play when discussing the
merits of the 912S and 914 variants.
Alan
Europa 'Classic', Rotax 912, 580 hrs.
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-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Stephan
Cassel
Subject: RE: Europa-List: 912 Engine Problem - Request for help
--> Europa-List message posted by: "Stephan Cassel"
<cassel@sensewave.com>
Hi All,
I have read number of messages about Rotax problem round 400 hrs mark or
less.
I not yet decided what engine I will install. Must likely a Rotax 912S.
But I am getting worried about these messages.
I used to have an old Cherokee with an old Lycomming 320, 1400 hrs
Never any problem. I felt very safe flying 30 years old plane.
Question:
Is Rotax a safe Engine? Is it good for 1200-1400 hrs?
I hope so.
Regards,
Stephan Cassel
Builder 556 - Mono
Norway
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Europa
Aircraft
Subject: RE: Europa-List: 912 Engine Problem - Request for help
--> Europa-List message posted by: "Europa Aircraft" <europa@gate.net>
William,
Check your CHT temps. If they are too low, the engine can fowl, even on
unleaded fuel. I had exactly the same problem, however when I got the
engine to run a little hotter, it went away. The roughness didn't show
up
until the engine had about 400 hrs.
Good Luck!
John Hurst
Europa Aircraft
Lakeland, FL
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of William
Mills
Subject: Europa-List: 912 Engine Problem - Request for help
--> Europa-List message posted by: "William Mills"
<combined.merchants@virgin.net>
Hi All,
Has anyone experienced a similar problem and can anyone help with
suggestions please?
On recent flights I have experienced some irregular misfiring when
descending with about quarter throttle and also the occasional hiccup in
cruise, but on my last flight the engine was running so roughly in the
cruise I aborted the flight and nursed it back home.
I carried out some tests on the way back. It ran very smoothly on full
throttle, it ran very smoothly on closed throttle, but in between it ran
very roughly. I checked the ignition when running roughly, but there
was no
change on either mag. I tried coarsening and fining the prop to see if
it
was rpm related, but it wasn't. I changed to reserve tank, but no
change.
The carbs are well balanced at tickover and the engine runs smoothly
right
down to 1500 rpm. The fuel filters are clean. I can only assume that
the
problem is related to carburation, but find it difficult to believe that
one
can have a partial blockage, or too much fuel with a needle jet in its
mid
range only. As tickover is smooth and roughness stops in flight when
descending with closed throttle, I can only assume that the slow running
mixture adjustment and associated jet are OK. Are there any other jets
apart from the main needle and slow running jet to consider? Although I
never have a problem with !
starting, can a problem with the starting carb affect the mid range
running
only? Can a faulty float valve affect mid range only? My engine has
done
about 480 hrs, should I be considering renewing any of the carb parts as
a
precaution / planned maintenance etc? I have had a brief chat with
Conrad,
but he was unable to put his finger on the problem, so presumably my
symptoms are unusual. He suggested I should check the needles for wear
and
the carb rubber mounts / sleeves for splits, which I will.
Many thanks for any help,
Regards,
William
Message 2
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| Subject: | Wrong Size Wingtips? |
--> Europa-List message posted by: "Stephan Cassel" <cassel@sensewave.com>
Hi Mike,
I would use Expancel, included in the kit. Much easier to sand.
My approach will (probably) be:
1. After the top skin is glued on, aileron in neutral position
then I will fill up to tip moulding and top skin, using a long squeezer.
2. After cure, take aileron off and build up the leading edge
Let me know if you develop another method.
Regards
Stephan Cassel
Builder #556
Norway
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of
DuaneFamly@aol.com
Subject: Re: Europa-List: Wrong Size Wingtips?
--> Europa-List message posted by: DuaneFamly@aol.com
Thanks Stephan. I guess I'll have to do some "artistic filling" in order to
cut down on the drag that the misalignment would cause. What do you plan to
use
for the filler? I have the Q-Cell stuff, but am not too sure on how to
approach it. I'll have to put some thought in to it.
Good luck.
Mike Duane A207
Redding, California
XS Trigear
Message 3
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| Subject: | Re: 912 Engine Problem - Request for help |
--> Europa-List message posted by: Fred Fillinger <fillinger@ameritech.net>
> I used to have an old Cherokee with an old Lycomming 320, 1400 hrs
> Never any problem. I felt very safe flying 30 years old plane.
>
> Question:
> Is Rotax a safe Engine? Is it good for 1200-1400 hrs?
>
> I hope so.
>
> Regards,
> Stephan Cassel
A simple check of accident database for the U.S. (NTSB) shows 13
engine failures, 1998-2002. That's out of likely over a thousand in
service in homebuilts and on the Diamond Katana.
One involved builder error in oil line plumbing; one a blocked fuel
filter. One involved disconnection of a throttle cable, another a
binding throttle cable during a go-around. One case not counted here
was a throttle cable too stiff, resulting in down elevator applied
during landing while retarding throttle, a contributing factor to pilot
error. But reference here the cable friction needed due to stiff return
springs.
Nine are undetermined as to cause. One involved a 912 run 700 hours
past 1200 TBO, the only Katana 912 failure in the data, with notably
3,093 airframe hours. Two involved suspected fuel delivery problems;
one possible 912 carb icing; one possible electric prop runaway on a
914. In latter case, the "snitch" software in the TCU's memory is
revealing but inconclusive. Two undetermined because of impact damage
or fire, destroying fuel system plumbing, a possible cause by other
inferences. Two purely undetermined.
In no case were there any reduction drive, ignition, or internal engine
failures. This is significant because, for one popular brand of auto
engine conversion, these causes accounted for 50% of the failures in
this period, also about a dozen total but likely a smaller installed base.
IOW, the Rotax seems a very reliable engine if stuff is fabricated or
installed properly, particularly fuel, oil, and throttle.
Regards,
Fred F.
Message 4
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| Subject: | 912 Engine Problem - Request for help |
--> Europa-List message posted by: "Stephan Cassel" <cassel@sensewave.com>
Fred! Thanks for your information.
Good news.
Regards,
Stephan
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Fred
Fillinger
Subject: Re: Europa-List: 912 Engine Problem - Request for help
--> Europa-List message posted by: Fred Fillinger <fillinger@ameritech.net>
> I used to have an old Cherokee with an old Lycomming 320, 1400 hrs
> Never any problem. I felt very safe flying 30 years old plane.
>
> Question:
> Is Rotax a safe Engine? Is it good for 1200-1400 hrs?
>
> I hope so.
>
> Regards,
> Stephan Cassel
A simple check of accident database for the U.S. (NTSB) shows 13
engine failures, 1998-2002. That's out of likely over a thousand in
service in homebuilts and on the Diamond Katana.
One involved builder error in oil line plumbing; one a blocked fuel
filter. One involved disconnection of a throttle cable, another a
binding throttle cable during a go-around. One case not counted here
was a throttle cable too stiff, resulting in down elevator applied
during landing while retarding throttle, a contributing factor to pilot
error. But reference here the cable friction needed due to stiff return
springs.
Nine are undetermined as to cause. One involved a 912 run 700 hours
past 1200 TBO, the only Katana 912 failure in the data, with notably
3,093 airframe hours. Two involved suspected fuel delivery problems;
one possible 912 carb icing; one possible electric prop runaway on a
914. In latter case, the "snitch" software in the TCU's memory is
revealing but inconclusive. Two undetermined because of impact damage
or fire, destroying fuel system plumbing, a possible cause by other
inferences. Two purely undetermined.
In no case were there any reduction drive, ignition, or internal engine
failures. This is significant because, for one popular brand of auto
engine conversion, these causes accounted for 50% of the failures in
this period, also about a dozen total but likely a smaller installed base.
IOW, the Rotax seems a very reliable engine if stuff is fabricated or
installed properly, particularly fuel, oil, and throttle.
Regards,
Fred F.
Message 5
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| Subject: | Re: Wrong Size Wingtips? |
--> Europa-List message posted by: DuaneFamly@aol.com
Just what I was thinking. I'll let you know what the results are.
Also, there is another builder with the same problem that is going to OSH in
a week or so. He has been in touch with Andy and others and was told they
would look into it. He is going to try to pin them down when he is there and
hopefully he can get them to come up with a procedure.
I'll let you know.
Mike Duane A207
Redding, California
XS Trigear
Message 6
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| Subject: | Europa tire tracks on the garage floor. |
--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
I have reached a mile stone of sorts. The aircraft is now out of its
cradle and sitting on its wheels (2 each) on the garage floor. I guess the
next best milestone is when the wheel comes off of the ground without me
using a jack to get it there.
Muffler question? The exhaust port on the 914 muffler is to have a sleeve
welded to it. The configuration of the muffler exhaust end is such that it
is slotted to give way to an external clamp. I was planning on cutting
this back to solid pipe before installing the supplied sleeve. Have
those who have gone before done this or is an installation of a longer
sleeve necessary for cowling clearance?
--- Steve Hagar
--- hagargs@earthlink.net
A143
Mesa, AZ
Message 7
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| Subject: | Cruise Performance |
--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
trigear with 912S and Warp Drive
Hi guys,
Can those of you who have the above configuration, without CS prop or speed
kit, tell me what
cruise performance you are getting ?
According to the handbook this should be 118 k at 5000 rpm and 17 degrees
for the blades.
That seems to be about right, but with more bite from the prop, i.e. 19
degrees ?
Would be grateful for your input (and don't brag about the 914 performance
at 15000 feet).
Cheers, Karl
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