Today's Message Index:
----------------------
1. 12:23 AM - Re: Thanks for Responce to EuropaOwners Forum (Stephan Cassel)
2. 01:57 AM - Re: Electrical questions (Thesee Gilles)
3. 04:13 AM - Centenary Fly In/Out - Turweston, 17/12/03 (David Joyce)
4. 05:36 AM - Re: Electrical questions (Paul McAllister)
5. 06:04 AM - UK - monowheel trailer wanted (David Corbett)
6. 07:01 AM - Re: Electrical questions (n3eu@comcast.net)
7. 07:04 AM - Re: Electrical questions (n3eu@comcast.net)
8. 07:42 AM - Re: Electrical questions (Brian Davies)
9. 08:57 AM - Re: Electrical questions (Gilles.Thesee)
10. 08:57 AM - Re: Electrical questions (Gilles.Thesee)
11. 09:22 AM - test-blank-do not archive (czechsix@juno.com)
12. 09:41 AM - Re: Centenary Fly In/Out - Turweston, 17/12/03 (Alan Twigg)
13. 10:09 AM - dd wiz (simon longstaff)
14. 10:11 AM - Re: New Europa Forum (tom@tompaul.com)
15. 10:22 AM - Stuff on eBay (czechsix@juno.com)
16. 10:31 AM - Re: Layup on Balsa TE of Trim Tabs (Rowland Carson)
17. 10:47 AM - Re: Centenary Fly In/Out - Turweston, 17/12/03 (Pete Lawless)
18. 11:02 AM - monowheel positon of stab and aileron (Fergus Kyle)
19. 11:21 AM - Re: Misfire (Terry Seaver)
20. 11:52 AM - Fuel pressure switch (Brian Hutchinson)
21. 11:58 AM - Re: CHT sensors (n3eu@comcast.net)
22. 12:09 PM - Fw: Electrical questions (Ami McFadyean)
23. 12:36 PM - Re: monowheel positon of stab and aileron (Ami McFadyean)
24. 12:50 PM - Re: Layup on Balsa TE of Trim Tabs (Ami McFadyean)
25. 02:02 PM - Re: Electrical questions (Gilles.Thesee)
26. 03:10 PM - priran (Rowland Carson)
27. 03:38 PM - Fitting Stall Stips (Carl & Dot)
28. 03:58 PM - Re: Electrical questions (Jim Brown)
29. 04:11 PM - Re: Electrical questions (M.J. Gregory)
30. 04:30 PM - Re: Layup on Balsa TE of Trim Tabs (Alan Gilbert)
31. 05:10 PM - Re: Fitting Stall Stips (Cliff Shaw)
32. 05:24 PM - Re: Layup on Balsa TE of Trim Tabs (Jos Okhuijsen)
33. 05:33 PM - Re: Europa Accessories (Timothy Ward)
Message 1
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| Subject: | Re: Thanks for Responce to EuropaOwners Forum |
--> Europa-List message posted by: "Stephan Cassel" <cassel@sensewave.com>
Hi Steve!
VERY GOOD.
This is how it should look like.
Best Regards
Stephan
#556
do not archive
Message 2
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: Thesee Gilles <Gilles.Thesee@ac-grenoble.fr>
Paul,
We are in the process of completing the electrical circuit on our
project. We do have a Rotax 914 engine.
>
> 1. The Rotax engine monitor shows a double pole switch that is
> for disabling the waste gate servo. Why would I want this, has
> anyone fitted this ?
>
According to the Rotax documents the purpose of this switch is to
disconnect the waste gate actuator in case of turbo surge or calculator
troubles.
Virtually every Rotax 914 owner I know of have installed it. Some had
to use it.
> 2. The Europa manual shows a 25 amp switch for between the
> alternator output and the main buss. I intend to install an OVP
> so I don't see the need for an additional switch, am I missing
> something here.
>
An OV protection is to protect fragile devices against OVER VOLTAGE.
But you still need to protect THE WIRES in case of hard fault. That's
why a fuse or breaker is for.
> 3. Last question, what have folks been using for 30 amp slow blow
> fuses. The only thing I have come across is fusible links the Bob
> Nuckles uses which I don't particularly care for.
What particular feature do you dislike in the fusible links ?
>
> My current thinking is an E-Buss feed arrangement with an
> auxiliary battery, but to still feed one fuel pump (914) directly
> from the alternator output as described in the Europa & Rotax manuals.
>
Our project is wired according to Bob Nuckolls' philosophy, with
essential bus and dual battery. One fuel pump runs direct from the main
battery, and the backup pump from the auxilliary battery. The Rotax
rectifier/regulator has a very poor service record, and the Rotax
suggestion to use it to run the main pump does not seem very advisable.
Remember the 914 is an ELECTRICALLY DEPENDANT engine, and in case the
rectifier/regulator toasts, you'd be left with very few options. Unless
you design real electrical redundancy.
The architectures proposed by Bob Nuckolls are really worth examining.
Hope this helps,
Regards,
Gilles Thesee
Grenoble, France
Message 3
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| Subject: | Centenary Fly In/Out - Turweston, 17/12/03 |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Gloucester and Shobden Struts are joining in a fly in to Turweston on 17/12 and
welcome the Europa Hat Droppers to join them. We currently stand at 21 aircraft
intending to go (weather willing, naturally) but anticipate numbers increasing
to perhaps 40 planes. It gives us all an opportunity to inspect the new
PFA Headquarters, and the two Struts are marking the occasion by taking house
warming presents to the PFA in liquid form.
The airfield has a single 09/27 runway of 915m and we have Oxford earmarked
as an alternative should the day bring strong N/S winds. We are also prepared
to delay the fly in to 18/12 or 19/12 should the weather demand it. Although
normally PPR by telephone, for this event that will not be needed if you have
notified me of your intention to come. Please consult your Pooleys (or whichever)
for flying instructions but note especially the noise abatement procedures
with approach and departure to the N of the E/W line and the ban on overhead
joins. If the organisers at Turweston advise it and numbers merit it,we may
nearer the time suggest (via email) an assembly point flowing in to a down wind
join, in rally fashion. Hinton in the Hedges tell me that they will be parachuting
that day,if flyable so keep well clear if you want to arrive with both
wings on!
The normal landing fee is =A38 but the owner has said that they will reduce
this for the event (but has not yet come up with an exact figure)
There is one small restaurant which would seat about 30 but given notice
they will open up the much larger catering facilities in the new PFA building.
For this reason it is critical that we know the numbers intending to come.
Please let me know soonest if you will come if weather allows, ideally with
plane type and reg, + no pax. We can then give them numbers and reduce it nearer
the time if the weather is dodgy. All those who email back to me will be
kept updated with any modification of plans.
The timetable that the struts are working to is:
Arrive Turweston 11.30 to 12.00
Eat, talk and presents to PFA 12.00 to 13.30
Departures 13.30 to 14.30
Sunset approx 15.45
Happy landings, David Joyce
Message 4
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Gilles,
Thank you for sharing your thoughts. I am still curious about the need to
be able to disable the waste gate servo. My thoughts are about the
delectability of a failure and what remedial actions can be taken in flight.
Assuming I don't have a Flydat, how could I tell if the waste gate has been
commanded by the TCU to an incorrect position. Secondly, lets assume that
the TCU drove the waste gate to fully open or fully closed and I was able to
determine that this was incorrect, how could I move it from that position in
flight. Disabling the servo in this situation doesn't really buy me much.
I suspect that if the TCU failed in a manner that keep driving the servo
hard against the stops that it would cause enough over current to trip the
circuit breaker.
Paul
> According to the Rotax documents the purpose of this switch is to
> disconnect the waste gate actuator in case of turbo surge or calculator
> troubles.
> Virtually every Rotax 914 owner I know of have installed it. Some had
> to use it.
>
Message 5
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| Subject: | UK - monowheel trailer wanted |
--> Europa-List message posted by: "David Corbett" <David.Corbett@fwi.co.uk>
A neighbour of mine has bought G-OPJK from Peter kember, and is taking delivery
any day now. Because we cannot find suitable hangarage for 'JK at Shobdon at
the moment, Andrew wants to know if anyone has a monowheel trailer suitable for
'JK - the first ever Europa completed by a non factory builder.
Offers to me initially, off forum, please.
David
G-BZAM UK265
Message 6
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: n3eu@comcast.net
Paul McAllister wrote:
> ...
> 3. Last question, what have folks been using for 30 amp slow
> blow fuses. The only thing I have come across is fusible
> links the Bob Nuckles uses which I don't particularly care for.
I used a 30A pullable CB from Aircraft Spruce.
Regards,
Fred F.
Message 7
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: n3eu@comcast.net
Thesee Gilles wrote:
> ...The Rotax
> rectifier/regulator has a very poor service record, and the Rotax
> suggestion to use it to run the main pump does not seem very advisable.
> Remember the 914 is an ELECTRICALLY DEPENDANT engine, and in case the
> rectifier/regulator toasts, you'd be left with very few options. Unless
> you design real electrical redundancy.
> ....
I agree we want guaranteed and/or redundant power supply to at least one 914 fuel
pump, but I can't find actual data to class the reg as very poor, though.
There are anecdotal reports, but FAA's Service Difficulty Reports -- as as voluntary
program it's a database of anecdotal reports also -- shows no alternator/regulator
failures. It does cite other problems, many familiar in Rotax service
bulletins.
A reasonable issue is heat, so I've mounted the regulator in the tunnel (have tri-gear),
rather than in the the engine room.
Regards,
Fred F.
Message 8
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: "Brian Davies" <bdavies@dircon.co.uk>
In the UK, RS Components http//rswww.com/ sell a "Maxi Fuse", which is a
large version of an automotive plug-in fuse. It is well made and has ring
terminal connections.
Brian Davies kit 454
in the middle of wiring
----- Original Message -----
From: <n3eu@comcast.net>
Subject: Re: Europa-List: Electrical questions
> --> Europa-List message posted by: n3eu@comcast.net
>
> Paul McAllister wrote:
>
> > ...
> > 3. Last question, what have folks been using for 30 amp slow
> > blow fuses. The only thing I have come across is fusible
> > links the Bob Nuckles uses which I don't particularly care for.
>
> I used a 30A pullable CB from Aircraft Spruce.
>
> Regards,
> Fred F.
>
>
Message 9
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
>
> I agree we want guaranteed and/or redundant power supply to at least one
914 fuel pump, but I can't find actual data to class the reg as very poor,
though. There are anecdotal reports, but FAA's Service Difficulty
Reports -- as as voluntary program it's a database of anecdotal reports
also -- shows no alternator/regulator failures. It does cite other
problems, many familiar in Rotax service bulletins.
>
Hi all,
I've directly heard of several such failures. I recently took some pictures
of the internals of a failed rectifier/regulator. With a fellow pilot and
electric engineering researcher, we are performing some tests on a Rotax
alternator and rectifier/regulator.
Below is a copy of a message on the Aeroelectric List some weeks ago. The
subject was Rotax rectifier/regulator reliability.
Regards,
Gilles
>What is the problem with the original rectifier/regulator from Rotax?
The standard rectifier regulator supplied with Rotax 912/914
engines is, I believe, made by Ducati. Ducati makes a whole
raft of ignition and power generation products for small engines
where the largest markets are for all manner of recreational
vehicles . . . a tiny portion of which is aircraft.
If you do a websearch on ducati "voltage regulator" and rotax
you get a bunch of hits. Far too many of those posted articles
talk about making the Ducati part last with most
of the "fixes" going to keeping the part cool.
My experience with Ducati parts suggests poor attention to
design with respect to keeping internal parts of the regulator
within their best operating temperature range. B&C's "heavy
duty" regulator was nothing more that the standard circuit
with robust, well heat-sinked parts.
Do some research on the web and I think you'll get a sense
of how much trouble folks are having with what should be
a no-brainer.
It would be a step forward to simply improve the thermal
design of the current design. If I understand what Gilles'
friend is attempting, we should be able to replace high-voltage-
drop rectifiers with low-voltage-drop power field effect
transistors. It's a much more complicated design but promises
to offer much higher efficiency -AND- ultimately higher current
carrying capacity. 18-20A is pushing the practical limits for
the current design.
Bob . . .
Message 10
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
I am still curious about the need to
> be able to disable the waste gate servo.
Maybe some shortcoming in the TCU software..
My thoughts are about the
> delectability of a failure and what remedial actions can be taken in
flight.
> Assuming I don't have a Flydat, how could I tell if the waste gate has
been
> commanded by the TCU to an incorrect position.
Surge should be noticeable by unstable manifold pressure and/or engine power
output.
Secondly, lets assume that
> the TCU drove the waste gate to fully open or fully closed and I was able
to
> determine that this was incorrect, how could I move it from that position
in
> flight. Disabling the servo in this situation doesn't really buy me much.
TCU trouble may not necessarily relate to driving the waste gate to the
stop, but raher to inappropriate pressure/flow rates leading to MP
oscillations. The problem is very well known to jet engine or turbo people.
But in our cars those problems have been caterd for.
According to the Rotax 914 installation maual, in case of surge,
disconnecting the turbo servo should restore stable operation after a few
oscillations.
> I suspect that if the TCU failed in a manner that keep driving the servo
> hard against the stops that it would cause enough over current to trip the
> circuit breaker.
Hmm, IF Rotax people did their homework, the waste gate servo is a real
servo with built-in limit switches
Just my thoughts,
Regards,
Gilles
Message 11
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| Subject: | test-blank-do not archive |
--> Europa-List message posted by: czechsix@juno.com
do not archive
Message 12
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| Subject: | Re: Centenary Fly In/Out - Turweston, 17/12/03 |
--> Europa-List message posted by: "Alan Twigg" <alan.twigg@ntlworld.com>
I will spread the word to
"what remains of the Swindon strut", we call ourselves the Wiltshire PFA
Flyers and are 30 strong. We are planning a Kemble visit for lunch that day
but a two site visit is not out of the question, our Christmas dinner and
strut meeting is the 16th so a last minute reminder is planned.
Alan Twigg
WPFAF secretary and coordinator
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Subject: Europa-List: Centenary Fly In/Out - Turweston, 17/12/03
> --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
>
> Gloucester and Shobden Struts are joining in a fly in to Turweston on
17/12 and welcome the Europa Hat Droppers to join them. We currently stand
at 21 aircraft intending to go (weather willing, naturally) but anticipate
numbers increasing to perhaps 40 planes. It gives us all an opportunity to
inspect the new PFA Headquarters, and the two Struts are marking the
occasion by taking house warming presents to the PFA in liquid form.
> The airfield has a single 09/27 runway of 915m and we have Oxford
earmarked as an alternative should the day bring strong N/S winds. We are
also prepared to delay the fly in to 18/12 or 19/12 should the weather
demand it. Although normally PPR by telephone, for this event that will not
be needed if you have notified me of your intention to come. Please consult
your Pooleys (or whichever) for flying instructions but note especially the
noise abatement procedures with approach and departure to the N of the E/W
line and the ban on overhead joins. If the organisers at Turweston advise it
and numbers merit it,we may nearer the time suggest (via email) an assembly
point flowing in to a down wind join, in rally fashion. Hinton in the
Hedges tell me that they will be parachuting that day,if flyable so keep
well clear if you want to arrive with both wings on!
> The normal landing fee is =A38 but the owner has said that they
will reduce this for the event (but has not yet come up with an exact
figure)
> There is one small restaurant which would seat about 30 but given
notice they will open up the much larger catering facilities in the new PFA
building. For this reason it is critical that we know the numbers intending
to come. Please let me know soonest if you will come if weather allows,
ideally with plane type and reg, + no pax. We can then give them numbers
and reduce it nearer the time if the weather is dodgy. All those who email
back to me will be kept updated with any modification of plans.
> The timetable that the struts are working to is:
> Arrive Turweston 11.30 to 12.00
> Eat, talk and presents to PFA 12.00 to 13.30
> Departures 13.30 to 14.30
> Sunset approx 15.45
> Happy landings, David Joyce
>
>
Message 13
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--> Europa-List message posted by: simon longstaff <simonlongstaff@blueyonder.co.uk>
On Wednesday, December 10, 2003, at 04:49 pm,
europa-list@matronics.com wrote:
> Your email message was temporarily blocked by my spam
> filter. If you feel this is an error, please follow
> these instructions.
>
> The attached image contains a password.
> Reply to this email and enter the password
> in the subject or body of your reply.
>
> Thank you.
> ____________________________________________________
> This email account is protected with Spam Bully.
> www.spambully.com
>
> --> Europa-List message posted by: simon longstaff
> <simonlongstaff@blueyonder.co.uk>
>
> Ron,
> Some years ago Martin Stoner, who was training me at the time,
> encouraged me to imagine the wind blowing the stick and then position
> it accordingly. Seems to work . Unfortunately he had a whoopsie some
> years later when upended by a strong tailwind. Can't remember the
> precise explanation -I think its in the Europa archives - but it may
> have been the combination of strong tailwind - stick in the correct
> position - and application of the monowheel brake.
> Regards
>
> Simon Longstaff
> G-NDOL
>
> On Tuesday, December 9, 2003, at 03:27 pm, rlborger wrote:
>
>> --> Europa-List message posted by: rlborger <rlborger@mac.com>
>>
>> Ron,
>>
>>> When taxing a monowheel with a 20 knot quartering tailwind,
>>> lets say from the left, do you keep the elevator full forward
>>> and the stick full deflected to the right?
>>
>> From my past tail-dragger flying, that sounds exactly right to me.
>> Holds the tail down and holds down the wing into the wind.
>>
>> Regards,
>> Bob Borger
>> Europa Kit #A221 N914XL (40%) Start to close wings this week, cockpit
>> module installed.
>> 3705 Lynchburg Dr.
>> Corinth, TX 76208
>> Home: 940-497-2123
>> Cel: 817-992-1117
>>
>>
>> _-
>> ======================================================================
>> >> _-> _-
>> ======================================================================
>> >> _-
>> ======================================================================
>> >> _-
>> ======================================================================
>> >> _-
>> ======================================================================
>> >>>
>>
>>
>
>
> _-
> =======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
> e
>
>
> <PVQCPLTNLDS.jpg>
Message 14
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| Subject: | Re: New Europa Forum |
--> Europa-List message posted by: "tom@tompaul.com" <tom@tompaul.com>
wow, this looks great. I participate in a few other similar forums
based on the "ultimate bulletin board" engine. They are really great.
Having threads categorized and a search function is a major step up in
the usability of this priceless resource. If you want to see a very
active forum in progress, check out http://duc.digidesign.com/.
tom
On Dec 9, 2003, at 11:18 PM, ScramIt@aol.com wrote:
> --> Europa-List message posted by: ScramIt@aol.com
>
> Since I posted about a new type of Europa Forum, I've had 12 people
> register;
> a hundred or so hits; four offers to help; three offers to donate web
> server
> space; and a bunch of emails with questions and comments. 0 negative
> comments;
> and coming from this group, that's saying something, (no, really, I
> love you
> guys).
>
> So with that being said, the little forum should be moving to a real
> Web
> server early next year. There are boards using this software with
> 900,000 posts
> going back years, with 80,000 users, so I think it can handle our
> group. As for
> the other bumps in the road, we can work those out too.
>
> if you want to take a look, it's run at:
> http://68.39.166.123/~stevedunsmuir/phpbb2/index.php
> It is much faster and more stable, running on a real web server, but
> you can
> still get the idea.
>
> Chat later,
> SteveD.
> A217
> Not building anything at the moment. I got the flu.....
>
>
> _-
> =======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Message 15
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--> Europa-List message posted by: czechsix@juno.com
Guys,
I have a few things on eBay if anyone's interested. If the link doesn't work just
search on the item number. If you have questions please contact me OFF LIST.
Thanks and Do Not Archive!
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D finishing....
Turn Coordinator, item #2447588004
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2447588004
Andair Mini Gascolator, item #2447590842
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2447590842
Bendix Mags, item #2447592770
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2447592770
Message 16
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| Subject: | Re: Layup on Balsa TE of Trim Tabs |
--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
At 2003 12 09 16:03 -0500 James H Nelson wrote:
> I have the Mono config and a 912 S
Not according to the FAA! N15JN is shown as "Turbo-jet" engine!
Shurely shum mishtake here?
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary
| Europa 435 G-ROWI (660 hours building) PFA #16532
| e-mail <memsec@europaclub.org.uk> website <www.europaclub.org.uk>
Message 17
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| Subject: | Centenary Fly In/Out - Turweston, 17/12/03 |
--> Europa-List message posted by: "Pete Lawless" <pete@lawless.info>
David
Europa G-RMAC from Kemble. One definate (obviously!) may be a passenger.
Regards
Pete Lawless
do not archive
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of David Joyce
Subject: Europa-List: Centenary Fly In/Out - Turweston, 17/12/03
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Gloucester and Shobden Struts are joining in a fly in to Turweston on
17/12 and welcome the Europa Hat Droppers to join them. We currently stand
at 21 aircraft intending to go (weather willing, naturally) but anticipate
numbers increasing to perhaps 40 planes. It gives us all an opportunity to
inspect the new PFA Headquarters, and the two Struts are marking the
occasion by taking house warming presents to the PFA in liquid form.
The airfield has a single 09/27 runway of 915m and we have Oxford
earmarked as an alternative should the day bring strong N/S winds. We are
also prepared to delay the fly in to 18/12 or 19/12 should the weather
demand it. Although normally PPR by telephone, for this event that will not
be needed if you have notified me of your intention to come. Please consult
your Pooleys (or whichever) for flying instructions but note especially the
noise abatement procedures with approach and departure to the N of the E/W
line and the ban on overhead joins. If the organisers at Turweston advise it
and numbers merit it,we may nearer the time suggest (via email) an assembly
point flowing in to a down wind join, in rally fashion. Hinton in the
Hedges tell me that they will be parachuting that day,if flyable so keep
well clear if you want to arrive with both wings on!
The normal landing fee is =A38 but the owner has said that they
will reduce this for the event (but has not yet come up with an exact
figure)
There is one small restaurant which would seat about 30 but given
notice they will open up the much larger catering facilities in the new PFA
building. For this reason it is critical that we know the numbers intending
to come. Please let me know soonest if you will come if weather allows,
ideally with plane type and reg, + no pax. We can then give them numbers
and reduce it nearer the time if the weather is dodgy. All those who email
back to me will be kept updated with any modification of plans.
The timetable that the struts are working to is:
Arrive Turweston 11.30 to 12.00
Eat, talk and presents to PFA 12.00 to 13.30
Departures 13.30 to 14.30
Sunset approx 15.45
Happy landings, David Joyce
Message 18
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| Subject: | monowheel positon of stab and aileron |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>Subject: Europa-List: Monowheel position of elevator and aileron?
>Sorry to bother you with this question, figured would get an easy answer
from the >group.
> NOT!
> Curious
> When taxing a monowheel with a 20 knot quartering tailwind, lets say from
the left, do
>you keep the elevator full forward and the stick full deflected to the
right?
There IS a difference between an elevator and a stabilator. The
first changes the shape of the control surface, such that a
down elevator curves the elevator/stabilizer control making it more
sensitive to unwanted wind vagueries. The stabilator does not
change shape so is not as sensitive (say to tipping up the tail from a
tailwind). Judging the severity of the effect is a Command decision
and comes mostly from experience
>Since the Europa has outriggers, for all I know dragging the downwind
outrigger does >more good in keeping things straight than trying to keep the
upwind wing down?
Because of outriggers, the problem of preventing wing-up events
tends to be less critical. Nevertheless it is good practice to select up
aileron into wind o spoil any potential lifting tendency. All of this
of course depends on the strength of the gust/wind. I would believe
any sidewind meeting a lifting surface would tend to reduce
directional control, even slightly.
>As far as the elevator, for all i know perhaps the huge prop spinning puts
flow from >front to back instead of back to front?
I dont believe (with a tailwind) you will want to add to its effect
by increasing speed/power with the prop. The only time to
blast with power is to correct a sudden swing - and then only for an
instant. This is a neglected practice, but a vital one in a Boeing
Stearman. Otherwise, throttle back.
>I honest don't know, but my guess is full forward and full to the right.
I wont do that. You are reducing the one thing giving directional
control - the tailwheel. Besides, I dont think theres a hard and fast
rule for any control position. If you sense a threatening tailwind,
stick full back because the stab will be stalled and you may be adding
weight to the tailwheel.
Stick to the LEFT (port) if the wind is there. Stick into wind to dump
lift on that side (reduce camber).
Of course, these remarks are a personal attitude and open to any
correction - I may have misspoken.
a personal experience. I shared a Stearman belonging to He in
the Back Seat, a naval cadet grown to senior years and open to gossip and
hearsay (much as do sailors referring to local knowledge as a valued
item). When I questioned him on a burp in the Continental on final to
Mitchell SD, he replied, the old guys tell me it clears its throat every
once in a while. When I insisted on asking the mechanic, he found one
magneto arm cracked and taking on moisture, and the other even worse! We
were there three days till the parts arrived - BUT we had overflown Lake
Ontario and northern NY (trees) enroute. No engine clears its throat.
Ferg
A064
Message 19
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--> Europa-List message posted by: Terry Seaver <terrys@cisco.com>
Hi Richard,
please see my replies below;
regards, Terry
Richard Holder wrote:
>--> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
>
>
>
>>Hi Richard,
>>
>>We have an XS with a 912S and the Skydrive carb heat (hot water). We
>>have had the engine run rough both on the ground and in the air, both
>>cured within less than a minute after carb heat is turned on (usually
>>after 10-15 seconds). We don't leave the carb heat on all the time
>>because it raises the hot start temperatures, although it doesn't hurt
>>performance when on (we have carefully checked this). In the air we
>>have had carb ice at normal cruise and when throttling back. The carb
>>temp gauge (supplied with the carb heat kit) indicates a few degrees
>>from 0 deg C whenever we have seen this carb ice condition.
>>
>>We have also had the engine run rough due to what we believe is vapor
>>lock. This has only happened in the winter time (when there are more
>>volatiles in the auto gas), after a hot start, and typically after
>>taking off from a higher altitude field. We have since added more
>>insulation in the carb and fuel line areas, protecting them from the
>>exhaust 'hot spots'.
>>
>>regards,
>>Terry Seaver
>>A135 / N135TD
>>
>>
>
>Thanks for this, How does the carb temp gauge work, is it in contact with the
carb body or does it fit inside somehow. I have (currently) my external temp probe
blue-tacked to the side of one of the carbs with the metal touching (I hope)
the carb body. I will look at the temp very carefully from now on.
>
The carb temp gauge that came with our Skydrive kit is a small, self
powered, digital gauge. The temp sensor fits into a hole in the carb
heat block, which is press fit to the carb, between the carb and the
intake manifold.
>
>I am more sceptical about vapour lock. You get it in winter but not in the summer
? I know that there are more volatiles in winter fuel but In summer there
is much more heat around (esp in the land of the free !) Do you have the return
fuel line back to the fuel tank ?
>
>
We have the factory supplied fuel return, and tested the return flow
immediately after the last 'vapor lock' incident (return flow was about
2.2 gph, which is the same as it was 300+ hours ago at initial engine
startup). The most compelling evidence of vapor lock was as follows;
I shut the engine down in flight at about 8,000 feet altitude, to test
the glide ration with the prop fully feathered (it was about 13:1, as I
recall). On restart, the engine ran rough, worse at higher throttle
settings. I finally turned on the boost pump, which killed one back of
the engine momentarily, with the fuel flow going from about 5 gph to 9
gph, momentarily. After pulling the throttle back (and turning the
boost pump off) the engine ran better, and by the time I got into the
pattern at the airfield I had been testing over, the roughness was gone.
It is my assumption that there was a vapor lock partially blocking the
fuel flow. At higher throttle settings the blockage causes rough
running (perhaps only on carb is affected). When I turned on the boost
pump, I believe it forced a 'bubble' of vapor through to the carb(s),
killing that side, and caused the momentary surge in fuel flow.
>I have another question :
>
>In the cold today it did NOT want to start. I have noticed that during the summer
it started on the button. Now it takes several (in the case of today 12 minutes
or so - not continuous !) churns on the starter. If it doesn't start the
prop tends to "bounce" almost hitting a (?) compression stroke and reversing
its direction (maybe 50 degrees)
>
Our cold starting problems have been because our carbs are not sync'd
well, or because the plugs are fouled with lead. We normally run
unleaded auto fuel, but on trips have to use 100LL, which fouls the
plugs in less than 25 hours.
>
>Might this be lack of battery zoom so that the battery cannot overcome the compression,
or is it a sign that a mag is firing early ?
>
>I got it to start today on only one mag. Maybe this means that I have a
>timing fault.
>If so how can I check ?
>
The ignition timing is fixed by an induction coupling at the flywheel,
one per ignition 'side', no adjustment necessary or possible.
>
>I flew today but between uncovering it and being ready to leave (see above !)
the blue sky disappeared and a 1300 overcast appeared. I ended up doing one circuit
(pattern). Air temp was 4 celcius (40 F) no misfire but I hardly used a
steady throttle ! I have fixed my throttle lever box problem and the throttle
cables are now pulling evenly. I haven't got the balance right as it shook a bit
at 5000 but was OK at 4800. However as in the past the misfire problem seemed
to "accumulate" - appearing on a second flight in a minor way and on a third
flight worse I need to fly more ! In each case in the past the misfire went
away after less than 60 seconds and a change of throttle setting.
>
Could very possibly have been carb ice.
>
>I live in hope that I have fixed it - probability .6 or 60% chance. (Sorry I am
a mathematician !)
>
>Thanks for your help !
>
>Richard
>Richard F.W. Holder 01279 842804 (POTS)
>Bell House, Bell Lane, 01279 842942 (fax)
>Widford, Ware, Herts, 07860 367423 (mobile)
>SG12 8SH email : rholder@avnet.co.uk
>Europa Classic Tri-gear : G-OWWW, EGSG (Stapleford)
>PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
>
Message 20
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| Subject: | Fuel pressure switch |
--> Europa-List message posted by: "Brian Hutchinson" <hutch@hangarbout.fsnet.co.uk>
Hi guys,
I'm trying to source a (low) fuel pressure switch for use with a 912s, with nipple
connections suitable for the Europa's finest rubber fuel tube. I've studied
the archives, and all leads so far have dried up. Does anyone know of a uk supplier
of a suitable switch? I assume a switch that would operate at about 3
P.S.I. is about right.
Apologies to David Joyce, who did once give me a page out of a brochure, I must
have filed it somewhere very safe!
Brian Hutchinson
Message 21
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--> Europa-List message posted by: n3eu@comcast.net
> Can anyone tell me what type of connectors to use to connect to
> the CHT and oil temp sensors in my 914?
>
> Regards
> Paul
>
A female spade connector (.e.g., Faston) works at least adequately. Install an
MS25171 rubber bootie to help keep out the elements.
Regards,
Fred F.
Message 22
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| Subject: | Electrical questions |
--> Europa-List message posted by: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
The regulator referred to is not made by Ducatti but by Tympanium, follow
this link for more info: http://www.tympanium.com/app.html
As with all permanent magnet alternator shunt regulators you need to ensure
the heat sink face is attached to a metallic surface.
Screwing them to a plastic firewall inside a hot engine bay is part of the
problem.
Poor AC and DC wiring/connections to and from the regulator and alternator
is another.
Inadvertently disconnecting from the battery whilst the engine is running
is
another.
Information on Ducatti alternators from:
http://www.ducatienergia.it/home_i.htm
Graham Laucht
> > --> Europa-List message posted by: "Gilles.Thesee"
> > > I've directly heard of several such failures. I recently took some
> > pictures
> > > of the internals of a failed rectifier/regulator. With a fellow pilot
> and
> > > electric engineering researcher, we are performing some tests on a
Rotax
> > > alternator and rectifier/regulator.
> > > Below is a copy of a message on the Aeroelectric List some weeks ago.
> The
> > > subject was Rotax rectifier/regulator reliability.
> >
> >
>
>
Message 23
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| Subject: | Re: monowheel positon of stab and aileron |
--> Europa-List message posted by: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Yes, not forgetting to mention that Martin Stoner's problem was one of
geometry.
That is, the outriggers would do a very good job of stabilising the wings
(when on the ground) IF the axle line of the outriggers were coincident or
even ahead of the main wheel axle line.
As they are not, then under the action of a cross camber and/or quartering
tail gust and/or exacerbated by braking, the a/c can tip to the 11 o'clock
or 1 o'clock positions more easily than to the 12 o'clock position.
Monowheels are in good company though. The Jabiru with its short-coupled and
narrow-tracked TRICYCLE undercarriage can do the same. Even when stationary
in a power-check!
Duncan McF.
----- Original Message -----
From: "Fergus Kyle" <VE3LVO@rac.ca>
Subject: Europa-List: monowheel positon of stab and aileron
> --> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
> >Subject: Europa-List: Monowheel position of elevator and aileron?
> >Sorry to bother you with this question, figured would get an easy answer
> from the >group.
> > NOT!
> > Curious
> > When taxing a monowheel with a 20 knot quartering tailwind, lets say
from
> the left, do
> >you keep the elevator full forward and the stick full deflected to the
> right?
> There IS a difference between an elevator and a stabilator. The
> first changes the shape of the control surface, such that
a
> down elevator curves the elevator/stabilizer control making it more
> sensitive to unwanted wind vagueries. The stabilator does not
> change shape so is not as sensitive (say to tipping up the tail from a
> tailwind). Judging the severity of the effect is a Command
decision
> and comes mostly from experience
>
> >Since the Europa has outriggers, for all I know dragging the downwind
> outrigger does >more good in keeping things straight than trying to keep
the
> upwind wing down?
> Because of outriggers, the problem of preventing wing-up events
> tends to be less critical. Nevertheless it is good practice to select
up
> aileron into wind o spoil any potential lifting tendency. All of this
> of course depends on the strength of the gust/wind. I would
believe
> any sidewind meeting a lifting surface would tend to reduce
> directional control, even slightly.
>
> >As far as the elevator, for all i know perhaps the huge prop spinning
puts
> flow from >front to back instead of back to front?
> I dont believe (with a tailwind) you will want to add to its
effect
> by increasing speed/power with the prop. The only time to
> blast with power is to correct a sudden swing - and then only for an
> instant. This is a neglected practice, but a vital one in a Boeing
> Stearman. Otherwise, throttle back.
>
> >I honest don't know, but my guess is full forward and full to the right.
> I wont do that. You are reducing the one thing giving directional
> control - the tailwheel. Besides, I dont think theres a hard and fast
> rule for any control position. If you sense a threatening tailwind,
> stick full back because the stab will be stalled and you may be adding
> weight to the tailwheel.
> Stick to the LEFT (port) if the wind is there. Stick into wind to dump
> lift on that side (reduce camber).
>
> Of course, these remarks are a personal attitude and open to any
> correction - I may have misspoken.
> a personal experience. I shared a Stearman belonging to He in
> the Back Seat, a naval cadet grown to senior years and open to gossip and
> hearsay (much as do sailors referring to local knowledge as a valued
> item). When I questioned him on a burp in the Continental on final to
> Mitchell SD, he replied, the old guys tell me it clears its throat every
> once in a while. When I insisted on asking the mechanic, he found one
> magneto arm cracked and taking on moisture, and the other even worse! We
> were there three days till the parts arrived - BUT we had overflown Lake
> Ontario and northern NY (trees) enroute. No engine clears its throat.
> Ferg
> A064
Message 24
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| Subject: | Re: Layup on Balsa TE of Trim Tabs |
--> Europa-List message posted by: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Does not compute!
The centre of mass of the trim tab AND the extra lead/steel needed to
counterbalance it is forward of where tail ballast would be added. So more
weight in total will be needed. This is the same principle as your (correct)
argument for incurring additional total weight for a battery mounted in the
rear.
Duncan McF
----- Original Message -----
From: "Alan Gilbert" <alangilbert@classicfm.net>
Subject: Re: Europa-List: Layup on Balsa TE of Trim Tabs
> --> Europa-List message posted by: "Alan Gilbert"
<alangilbert@classicfm.net>
>
>..........................................................................T
he point I
> was making was that given the trim tabs are at the rear, any extra weight
> (although absolutely minimal in any case) wouldn't effect the weight of
the
> aircraft since you would simply require less lead in the fin for final
> balance.
>Mounting the battery in the luggage bay area might negate the need for lead
>in the fin but will increase overall weight because of the heavy cable runs
>required.
> Alan G
> ----- Original Message -----
> From: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Layup on Balsa TE of Trim Tabs
>
>
> > --> Europa-List message posted by: "Ami McFadyean"
> <ami@mcfadyean.freeserve.co.uk>
> >
> > Actually, it means more lead in the aircraft, because any additional
> weight
> > in the Fletner strips has to be counterbalanced!
> >
> > Duncan McF.
> >
> > do not archive
Message 25
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
Graham,
Thank you for your message.
The regulator I was speaking of comes in the crate with the Rotax engines.
It has Ducati Energia stamped on it.
It is not a shunt regulator.
The problem is, there is no real thermal connection inside between the SCRs
and the beautifully finned case. The SCRs are soldered on the PCB and
encapsulated in some plastic stuff, with no heat sink.The soldering
thechnique seems rather crude.
I can send pictures of a dismantled unit to those interested.
As most builders in our area use lots of amps with the 914, the regulators
run pretty hot INSIDE.
They are usually installed with a 22000 uF capacitor in addition to the
battery, to prevent any disconnection problem.
Regards,
Gilles
>
> The regulator referred to is not made by Ducatti but by Tympanium, follow
> this link for more info: http://www.tympanium.com/app.html
>
> As with all permanent magnet alternator shunt regulators you need to
ensure
> the heat sink face is attached to a metallic surface.
> Screwing them to a plastic firewall inside a hot engine bay is part of
the
> problem.
> Poor AC and DC wiring/connections to and from the regulator and
alternator
> is another.
> Inadvertently disconnecting from the battery whilst the engine is running
> is
> another.
>
> Information on Ducatti alternators from:
> http://www.ducatienergia.it/home_i.htm
>
> Graham Laucht
>
Message 26
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--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
At 2003 12 10 22:52 +0000 europa-list@matronics.com wrote:
>Your email message was temporarily blocked by my spam
>filter. If you feel this is an error, please follow
>these instructions.
>
>The attached image contains a password.
>Reply to this email and enter the password
>in the subject or body of your reply.
>
>Thank you.
>____________________________________________________
>This email account is protected with Spam Bully.
>www.spambully.com
>
>--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
>
>At 2003 12 09 16:03 -0500 James H Nelson wrote:
>
>> I have the Mono config and a 912 S
>
>Not according to the FAA! N15JN is shown as "Turbo-jet" engine!
>Shurely shum mishtake here?
>
>regards
>
>Rowland
>--
>
>| Rowland Carson Europa Club Membership Secretary
>| Europa 435 G-ROWI (660 hours building) PFA #16532
>| e-mail <memsec@europaclub.org.uk> website <www.europaclub.org.uk>
>
>
>Attachment converted: Macintosh HD:BDTMYDAWASA.jpg (JPEG/prvw) (00095D3C)
--
| Wilma & Rowland Carson <http://home.clara.net/rowil/>
| <rowil@clara.net> ... that's Rowland with a 'w' ...
Message 27
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| Subject: | Fitting Stall Stips |
--> Europa-List message posted by: "Carl & Dot" <carl_p@ntlworld.com>
Does anyone that is flying have any views regarding the fitment of stall
strips. We were initially advised that these were a bad idea and that an
electric stall warner was a better option. From what I remember, stall
strips are supposed to have an adverse effect on the landing characteristics
of the aircraft.
We just recently completed our annual test flight and were a little
concerned that the aircraft has a habit of stalling left-wing down. With
the flaps up this is fairly benign, but with the flaps down is fairly
dramatic. The wing drops are easily recovered using standard techniques but
it would be nicer if we could eliminate this problem somehow. I discussed
this with several people last year and they were of the opinion that the
wing drop could be caused by the aircraft being out of balance prior to the
stall, however we tried repeated stalls with everything in balance and there
is still a significant drop to the left.
Has anyone attempted to eliminate a dropped wing by playing around with the
positioning of the stall strips and if so how successful was this. For the
time being we are relying on an electric stall warner which is excellent and
we are very happy with it but it would still be nice if we could get the
wings to stall in a more symmetrical manner, not that we intend to make
habit of stalling the aircraft.
Also what effect do stall strips have on landing/ takeoff performance.
Carl Pattinson
G-LABS
PS: If you fitted stall strips, how close to the factory reccomendations did
you end up. The book says about 12ins outboard of the fuselage and slightly
below the centreline of the leading edge (as per the template).
Message 28
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| Subject: | Re: Electrical questions |
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
Paul;
About a year ago on a flight from South Fla., I was about an hour away from my
home base at Leesburg, in normal cruise, at 5300 RPM and 33" MP. The red over
boost light came on. I looked at the MP which was normal, RPM was normal. I then
turned off the "switch" for about 5 seconds then turned it back on. The TCU
recycled itself, the red boost light went out., and I continued the flight home
with no further problems.
In the maintenance manual for the 914 there is a section on troubleshooting the
servo and the red and yellow lights. The switch is part of the system and it
needs to be installed.
Paul McAllister wrote:
> --> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
>
> Gilles,
>
> Thank you for sharing your thoughts. I am still curious about the need to
> be able to disable the waste gate servo. My thoughts are about the
> delectability of a failure and what remedial actions can be taken in flight.
> Assuming I don't have a Flydat, how could I tell if the waste gate has been
> commanded by the TCU to an incorrect position. Secondly, lets assume that
> the TCU drove the waste gate to fully open or fully closed and I was able to
> determine that this was incorrect, how could I move it from that position in
> flight. Disabling the servo in this situation doesn't really buy me much.
> I suspect that if the TCU failed in a manner that keep driving the servo
> hard against the stops that it would cause enough over current to trip the
> circuit breaker.
>
> Paul
>
> > According to the Rotax documents the purpose of this switch is to
> > disconnect the waste gate actuator in case of turbo surge or calculator
> > troubles.
> > Virtually every Rotax 914 owner I know of have installed it. Some had
> > to use it.
> >
>
Message 29
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| Subject: | Electrical questions |
--> Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
Paul,
Further to the previous answers, there are two principal reasons for having
a switch between the alternator output and the bus bar: first, to enable the
bus bar to be isolated from the alternator in the event of an electrical
emergency (if smoke came out of the wires, switching off the battery master
would still leave the alternator feeding the bus as long as the engine was
running); second, having followed the Rotax recommendation to feed one
electrical pump for the 914 directly from the alternator, the bus isolation
switch avoids that pump running from the battery whenever the battery master
switch is on with the engine stopped (e.g. if you wish to set up way points
on your GPS before starting).
The reason for having a slow-blow fuse is to avoid nuisance trips caused by
current surges. This requirement can be satisfied with a standard (as
opposed to a "fast-acting") fuse. However, if you are planning to
incorporate overvoltage protection you will need a circuit breaker and an
alternator relay rather than a fuse to follow Bob Nuckolls' advice (see the
Air Electric Connection circuit Z 7 designed for permanent-magnet
alternators such as on Rotax 912/914).
Mike
Europa Club Safety Officer
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Paul McAllister
Subject: Europa-List: Electrical questions
--> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
Hi all,
I am at that interesting stage (not sanding & filling). I have a couple of
questions.
1. The Rotax engine monitor shows a double pole switch that is for
disabling the waste gate servo. Why would I want this, has anyone fitted
this ?
2. The Europa manual shows a 25 amp switch for between the alternator
output and the main buss. I intend to install an OVP so I don't see the
need for an additional switch, am I missing something here.
3. Last question, what have folks been using for 30 amp slow blow fuses.
The only thing I have come across is fusible links the Bob Nuckles uses
which I don't particularly care for.
My current thinking is an E-Buss feed arrangement with an auxiliary battery,
but to still feed one fuel pump (914) directly from the alternator output as
described in the Europa & Rotax manuals.
I welcome any comments.
Thanks, Paul
Message 30
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| Subject: | Re: Layup on Balsa TE of Trim Tabs |
--> Europa-List message posted by: "Alan Gilbert" <alangilbert@classicfm.net>
err! ! ! - I think we're arguing about semantics here.
Both the extra weight of the hardwood trim tab and the increase in
counterbalance weight is still significantly rearward of the aircraft's Cof
G. The combined mass of stabilator and counterbalance has a C of G
coincident with the torque tube. Sure, strictly speaking, as the lead in
the fin post is rearward of the torque tube, a lighter stabilator will
result in a very slightly lighter finish due to the slight rearward position
of the lead weight exerting an increased and more effective moment. In
practise, this longitudinal difference- torque tube to fin post - tends to
zero and therefore the weight of the stab assembly will have very little
effect on overall aircraft weight.
There comes a point where you have to consider practical reality rather than
worrying about every last nanogram! - The point I was making was that, given
a weight disadvantage of effectively zero, I would prefer not to pratt
about with balsa but use something more serviceable and durable - common
sense really. If it remains an issue for anyone - use hardwood flettners
for robustness and then pluck your nasal hair before you fly in order to
achieve the same end result! !
Alan G 497
Alan G
----- Original Message -----
From: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Layup on Balsa TE of Trim Tabs
> --> Europa-List message posted by: "Ami McFadyean"
<ami@mcfadyean.freeserve.co.uk>
>
> Does not compute!
> The centre of mass of the trim tab AND the extra lead/steel needed to
> counterbalance it is forward of where tail ballast would be added. So more
> weight in total will be needed. This is the same principle as your
(correct)
> argument for incurring additional total weight for a battery mounted in
the
> rear.
>
> Duncan McF
> ----- Original Message -----
> From: "Alan Gilbert" <alangilbert@classicfm.net>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Layup on Balsa TE of Trim Tabs
>
>
> > --> Europa-List message posted by: "Alan Gilbert"
> <alangilbert@classicfm.net>
> >
>
>..........................................................................T
> he point I
> > was making was that given the trim tabs are at the rear, any extra
weight
> > (although absolutely minimal in any case) wouldn't effect the weight of
> the
> > aircraft since you would simply require less lead in the fin for final
> > balance.
>
> >Mounting the battery in the luggage bay area might negate the need for
lead
> >in the fin but will increase overall weight because of the heavy cable
runs
> >required.
>
> > Alan G
> > ----- Original Message -----
> > From: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
> > To: <europa-list@matronics.com>
> > Subject: Re: Europa-List: Layup on Balsa TE of Trim Tabs
> >
> >
> > > --> Europa-List message posted by: "Ami McFadyean"
> > <ami@mcfadyean.freeserve.co.uk>
> > >
> > > Actually, it means more lead in the aircraft, because any additional
> > weight
> > > in the Fletner strips has to be counterbalanced!
> > >
> > > Duncan McF.
> > >
> > > do not archive
>
>
Message 31
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| Subject: | Re: Fitting Stall Stips |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Carl
I had the same on my plane. John Hurst helped with the testing. We added
one trip to the starboard wing as per the factory. I used double sided tap
at first so we could get it in the right place. After three tries, we got it
so the stalls are straight ahead and level. ( or at least not always left
wing down)
I just cut a 3/4" piece of pine board on a 45* lengthwise. Hollowed out the
inside surface to match the leading edge of the wing and used double sided
carpet tape to stick on the wing. The strip has a 90* angle on its leading
edge.
Cliff Shaw
1041 Euclid ave.
Edmonds WA 98020
(425) 776-5555
N229WC "Wile E Coyote"
New Email:" flyinggpa@comcast.net "
----- Original Message -----
From: "Carl & Dot" <carl_p@ntlworld.com>
Subject: Europa-List: Fitting Stall Stips
> --> Europa-List message posted by: "Carl & Dot" <carl_p@ntlworld.com>
>
> Does anyone that is flying have any views regarding the fitment of stall
> strips. We were initially advised that these were a bad idea and that an
> electric stall warner was a better option. From what I remember, stall
> strips are supposed to have an adverse effect on the landing
characteristics
> of the aircraft.
>
> We just recently completed our annual test flight and were a little
> concerned that the aircraft has a habit of stalling left-wing down. With
> the flaps up this is fairly benign, but with the flaps down is fairly
> dramatic. The wing drops are easily recovered using standard techniques
but
> it would be nicer if we could eliminate this problem somehow. I discussed
> this with several people last year and they were of the opinion that the
> wing drop could be caused by the aircraft being out of balance prior to
the
> stall, however we tried repeated stalls with everything in balance and
there
> is still a significant drop to the left.
>
> Has anyone attempted to eliminate a dropped wing by playing around with
the
> positioning of the stall strips and if so how successful was this. For
the
> time being we are relying on an electric stall warner which is excellent
and
> we are very happy with it but it would still be nice if we could get the
> wings to stall in a more symmetrical manner, not that we intend to make
> habit of stalling the aircraft.
>
> Also what effect do stall strips have on landing/ takeoff performance.
>
> Carl Pattinson
> G-LABS
>
> PS: If you fitted stall strips, how close to the factory reccomendations
did
> you end up. The book says about 12ins outboard of the fuselage and
slightly
> below the centreline of the leading edge (as per the template).
>
>
Message 32
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| Subject: | Re: Layup on Balsa TE of Trim Tabs |
--> Europa-List message posted by: Jos Okhuijsen <josok-e@ukolo.fi>
Having the habit of reading the bottom line first, i cam across this
beauty:
> for robustness and then pluck your nasal hair before you fly in order to
> achieve the same end result! !
Makes you scratch your head as well eh :-)
Jos
Message 33
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| Subject: | Re: Europa Accessories |
--> Europa-List message posted by: Timothy Ward <ward.t@xtra.co.nz>
Brian,
Back home now and your 20 pound notes has been received with thanks.
Cheers,
Tim
Brian Fogg wrote:
> --> Europa-List message posted by: "Brian Fogg" <bcfogg@onetel.net.uk>
>
> Hello Tim
>
> I'm interested in one of the fuel filler pipes they look good from the
> photo, how do I pay ?
>
> Regards Brian Fogg (385) UK
>
> ----- Original Message -----
> From: "Tim Ward" <ward.t@xtra.co.nz>
> To: <europa-list@matronics.com>
> Subject: Europa-List: Europa Accessories
>
> > --> Europa-List message posted by: Tim Ward <ward.t@xtra.co.nz>
> >
> > Europa Builders.
> >
> > Finally coming to the end of the project before ZK-TIM (#292 Monowheel
> > Classic ) hopefully takes to the air shortly.
> > During building I have included these accessories to my aircraft that
> > builders may be interested in.
> > Photos of these are in the attachments below.
> > 1. Leather Control Column Boots.
> > To protect the control column universal. Come in a number of colours.
> > 82 builders have these leather boots now.
> > 2. Leather Propeller Tip covers.
> > To protect the Propeller blade tips for the Airmaster Prop and others.
> > Bright colours to stop my children running into them as well as
> > following cars!
> > 3. Fuel filler pipe.
> > To avoid fuel fumes getting into the cockpit via the rubber hosing that
> > some builders have had trouble with. No welding, bent to 53 degrees.
> >
> > Please email me if you are interested.
> >
> > Cheers,
> > Tim
> > --
> > Timothy P Ward
> > 12 Waiwetu Street,
> > Fendalton,
> > Christchurch,
> > NEW ZEALAND
> >
> > Ph. 0064 3 3515166
> > email ward.t@xtra.co.nz
> > Mobile 025 2649325
> >
> >
>
--
Timothy P Ward
12 Waiwetu Street,
Fendalton,
Christchurch,
NEW ZEALAND
Ph. 0064 3 3515166
email ward.t@xtra.co.nz
Mobile 025 2649325
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