Today's Message Index:
----------------------
1. 12:43 AM - Re: New Tailwheel, old engine mount??????? (Miles McCallum)
2. 12:43 AM - Re: New Tailwheel, old engine mount??????? (Nigel Graham)
3. 01:51 AM - Re: New Tailwheel, old engine mount??????? (Peter Davis)
4. 06:12 AM - Europa Club tent at the PFA rally. (Paul McAllister)
5. 07:14 AM - Re: Europa Club tent at the PFA rally. (STOUT, GARRY V, CSFF2)
6. 07:26 AM - Re: Europa Club tent at the PFA rally. (Cliff Shaw)
7. 09:11 AM - Torque Tube Bronze Bushing: Tightness, Grinding & Lubrication (RobNeils@aimcomm.com (Rob Neils))
8. 09:38 AM - Tri-gear Trailer & Garage (David E. Parson)
9. 10:58 AM - Re: OV protection (Fred Fillinger)
10. 01:55 PM - Re: New Tail wheel, old engine mount??????? (Ami McFadyean)
11. 02:09 PM - Video mount (Ami McFadyean)
12. 02:11 PM - Re: OV protection (Jos Okhuijsen)
13. 02:21 PM - Re: Europa-List Digest: 20 Msgs - 07/16/03 (Graham Singleton)
14. 03:08 PM - Re: Video mount (Brian Davies)
15. 03:36 PM - Re: New builder building in a single garage? (Alan)
16. 04:34 PM - Fitting the exhaust (Paul McAllister)
Message 1
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| Subject: | Re: New Tailwheel, old engine mount??????? |
--> Europa-List message posted by: "Miles McCallum" <milesm@avnet.co.uk>
Jerry Davies must be smiling at all of this - he loves Europas because of
the repeat business in prop blades... I know one person who is on his 5th or
6th set...
BTW, Duncan - what sort of eprformance are you getting? Aeroplane looks very
smart...
Miles
Message 2
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| Subject: | Re: New Tailwheel, old engine mount??????? |
--> Europa-List message posted by: "Nigel Graham" <nigel_graham@btclick.com>
The JAR regs were defined to protect the aircraft (and pilot) under
worst-case conditions.
To check this properly on a Monowheel Europa, it will be necessary to
assemble the landing gear without the "rubber block", such that the
weight of the aircraft is borne by the nylon bump-stop. This represents
the maximum deflection possible before structural damage occurs.
The wheel should be replaced minus tyre and tube (worst-case run-flat
condition) and the aircraft gently lowered onto its rims. With the tail
lifted so that the aircraft is horizontal, the prop tip clearance should
be measured.
If, under these conditions, there is any tip clearance at all - it has
passed the test and conforms to the JARs.
This might seem like an unnecessarily long procedure, but will pale into
insignificance when compared to the time and money required to remove
the engine for shock-load testing and replace a broken blade.
Nigel (Graham)
----- Original Message -----
From: "Nigel Charles" <nigelcharles@tiscali.co.uk>
I measured the ground clearance on my Classic with 64" blades and the
same
on an XS. They came out at 11" and 12" respectively. There is likely to
be
slight variation between individual aircraft but this indicates that
either
conforms with JAR's.
Nigel Charles
Message 3
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| Subject: | New Tailwheel, old engine mount??????? |
--> Europa-List message posted by: "Peter Davis" <peterdavis@ntlworld.com>
If I don't have any prop clearance after setting up as below, what should I
do? Other than land very carefully, of course :-)
mailto:peterdavis@ntlworld.com
This message has been scanned by Norton Internet Security for all known
viruses.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Nigel Graham
Subject: Re: Europa-List: New Tailwheel, old engine mount???????
--> Europa-List message posted by: "Nigel Graham" <nigel_graham@btclick.com>
The JAR regs were defined to protect the aircraft (and pilot) under
worst-case conditions.
To check this properly on a Monowheel Europa, it will be necessary to
assemble the landing gear without the "rubber block", such that the
weight of the aircraft is borne by the nylon bump-stop. This represents
the maximum deflection possible before structural damage occurs.
The wheel should be replaced minus tyre and tube (worst-case run-flat
condition) and the aircraft gently lowered onto its rims. With the tail
lifted so that the aircraft is horizontal, the prop tip clearance should
be measured.
If, under these conditions, there is any tip clearance at all - it has
passed the test and conforms to the JARs.
This might seem like an unnecessarily long procedure, but will pale into
insignificance when compared to the time and money required to remove
the engine for shock-load testing and replace a broken blade.
Nigel (Graham)
----- Original Message -----
From: "Nigel Charles" <nigelcharles@tiscali.co.uk>
I measured the ground clearance on my Classic with 64" blades and the
same
on an XS. They came out at 11" and 12" respectively. There is likely to
be
slight variation between individual aircraft but this indicates that
either
conforms with JAR's.
Nigel Charles
Message 4
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| Subject: | Europa Club tent at the PFA rally. |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I wanted to take a moment to thank Rowland and his tireless helpers. I
spent quite a bit of time chatting and making new friends and while I was
there I saw several people generously giving up their time up to man the
tent. I have never seen this done at a US air show and I think the Europa
Club has something special here.
Once again thanks to Rowland & the folks making the Europa Club members tent
so successful.
Regards, Paul
Message 5
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| Subject: | Europa Club tent at the PFA rally. |
--> Europa-List message posted by: "STOUT, GARRY V, CSFF2" <garrys@att.com>
Paul,
I can assure you that Europa builders in the US volunteer hundreds of
hours of time at Sun 'N Fun, helping with setting up the Europa booth,
and then manning the booth during the 10 day run of the show. We have
volunteered our planes for static booth display, factory fly-bys, photo
shoots, and demo rides.
Garry V. Stout
--> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
Hi all,
I wanted to take a moment to thank Rowland and his tireless helpers. I
spent quite a bit of time chatting and making new friends and while I
was
there I saw several people generously giving up their time up to man the
tent. I have never seen this done at a US air show and I think the
Europa
Club has something special here.
Once again thanks to Rowland & the folks making the Europa Club members
tent
so successful.
Regards, Paul
_
Message 6
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| Subject: | Re: Europa Club tent at the PFA rally. |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Like wise at the Arlington (Washington, USA) Fly-in. Bob and I host a
Bar-B-Q for all the Europa fans too.
Cliff Shaw
1041 Euclid ave.
Edmonds WA 98020
(425) 776-5555
N229WC "Wile E Coyote" Flying
>
> I can assure you that Europa builders in the US volunteer hundreds of
>
> Garry V. Stout
Message 7
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| Subject: | Torque Tube Bronze Bushing: Tightness, Grinding & Lubrication |
--> Europa-List message posted by: RobNeils@aimcomm.com (Rob Neils)
Hi all,
I used a water-based valve laping compound to open up the brass/bronze
bushing to allow the steel torque tube to rotate freely.
I had already assembled the fuselage halves together when John Hurst dropped
by on his trip from Arlington to Oshkosh and told me my control pressures
for operating the tailplane were way too high. Right away I knew he was
right but I dreaded the thought of tearing into the tailplane mechanisms.
I'm 6' 4" and have been so very careful in construction that I'd not yet had
to crawl into the back of the fuselage.
I disassembled the torque tube enough that I could rotate the drive plates
within the brass/bronze bushing. I used a water-based valve-lapping
compound so as not to contaminate the area for painting problems later. I
hand-twisted the drive plates with the lapping compound grinding down the
brass/bronze busing. It took about 10 minutes or so per side. Periodically
I cleaned out the area, applied lubrication and tested the friction so as
not to grind too much. It worked splendidly. The drive plates move like
silk within the bushing.
Using compressed air to blow water into the opening between the torque tube
and the brass/bronze bushing cleaned out the lapping compound.
I used a silicon based, penetrating oil, (Silikroil) to lubricate the
busing. Then added an expensive bicycle grease (Phil Wood grease) which is
weather resistant, doesn't evaporate for a decade or more and is able to
withstand extremes in temperature..
I used a fish scale to determine that the starting force to begin movement
of the tailplane is a pull of only 1.5 ounces. The sliding force, once the
whole mechanism gets going, is 0.5 ounces. The stick stops and holds it's
postion when the force is ended.
I'm thankful John dropped by. I have a better airplane because of him.
The whole disassembly, grinding, cleaning, lubricating, re-assembly
(including getting the tailplane movement limits exact) took a day...way
less than I had imagined it would.
Rob Neils
Spokane, Washington
A162 Europa tri-gear motorglider
Message 8
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| Subject: | Tri-gear Trailer & Garage |
--> Europa-List message posted by: "David E. Parson" <dparson@towerconsulting.biz>
I'm building a home this fall and wanted to prepare a 3-car garage for building
and storing a Europa tri-gear. What sorts of heights could I expect from a tri-gear
on a trailer?
Thanks all,
David E. Parson
Tower Consulting
317-596-8875 home
317-989-9987 mobile
dparson@towerconsulting.biz
Message 9
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| Subject: | Re: OV protection |
--> Europa-List message posted by: Fred Fillinger <fillinger@ameritech.net>
Nigel Charles wrote:
> Bob Nuckolls indicates that overvoltage is a problem to batteries
> and can cause them to fail in a short time. I would imagine that
> this problem is just as relevant (if not more so) with the newer
> RG batteries. I have been also told that most modern avionics
> include OV protection. This is cheap to do and improves the
> reliability of the unit which reflects well on the manufacturer.
I'm afraid that seems not true; per the dozen+ avionics service manuals
I have, they have no OV protection circuitry. Most common power supply
is a simple series regulator, which may fail safe...or may not, cooking
every IC in the box. Some newer ones use all switching regulators,
which should fail safe...theoretically of course!
An RG battery is less tolerant of overcharge current than a
flooded-cell, but nothing happens to either until it first exceeds 100%
charge, and then not until it gets hot enough. Main difference is an RG
then can go into thermal runaway, or at least suffer irreversible damage.
> Any aircraft with an all electric fuel pump system should have
> some means of OV protection. The most likely reason for total
> electrics failure is a regulator runaway. Splitting the sources
> of power for these pumps helps. One on a normal busbar and one
> directly connected to the regulator output helps to ensure
> redundancy as well as providing a constant load for the regulator
> should the alternator become isolated.
However, unless the fuel pump is downstream of the OV relay, it won't
pump for too long, subjected to full unregulated output from a failed
regulator! This is one misfeature of OV protection as might be wired
for the 914, compared to the 912 with a mech fuel pump. If there's no
OV relay, the battery and other items on the bus will clamp voltage to a
temporarily safe (average) voltage level, won't pop the pump CB, and
allow more than enough time for one to take corrective action before
harm is done to the battery. Provided one has clear panel warning of
the OV condition.
Regards,
Fred F.
Message 10
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| Subject: | Re: New Tail wheel, old engine mount??????? |
--> Europa-List message posted by: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
So that's poured cold water all over the blue touch paper!
I agree that in normal circumstances a technique can be developed for
successful departures and arrivals; conversely, the (mono)configuration can
be unforgiving of any unintentional departures from that technique. However,
holding a tail-low attitude allows the a/c to fly off at full throttle on
the backside of the power curve, which is ok if arrested while still in
ground effect.
Bumpy grass strips are also a bit of a problem for the conventional geared
Europa in that the a/c can be thrown prematurely into the air, requiring
fairly wild elevator input to keep things sensible. So far, no dinged prop.
My observations were meant to allow the reader to draw conclusions,
preferring otherwise to let sleeping dogs lie.
Being aware of the hazards, they can then be managed.
Duncan McF
----- Original Message -----
From: "Gerry Holland" <gnholland@onetel.com>
Subject: Re: Europa-List: New Tail wheel, old engine mount???????
> --> Europa-List message posted by: Gerry Holland <gnholland@onetel.com>
>
> > --> Europa-List message posted by: "Ami McFadyean"
> > <ami@mcfadyean.freeserve.co.uk>
> >
> > Your 11" or 12" of prop clearance will reduce to about 4" in the level
> > attitude. A flat tyre will knock out close to another 4", which doesn't
> > leave much allowance for fully bottoming the landing gear and
maintaining
> > compliance with even the second part of the JAR requirement.
>
> Duncan
>
> Fair point regarding JAR requirement but not sure where your observations
> lead. Does a Monowheel Aircraft need revised operating procedures. i.e.
type
> of Runway surface, suspension 'stops in', revised suspension your opinion?
>
> My observations have been that most Monowheel Pilots land and takeoff with
> tail wheel 'held down' and by the time the aircraft is 'flying' or under
> full authority of controls the Aircraft has lift and is starting to
increase
> this Prop Tip to ground clearance as it enters flight and relieves load on
> undercarriage. A bump, pot hole etc. can and does certainly affect this
> clearance but that condition is common to all configurations.
> The Tri-gear or conventional configuration suffer similarly to some
extent.
> Tri gear especially during taxiing on rough grass, Conventional probably
not
> so badly due to increased margin of clearance and a more rigid 'action'.
>
> I measured my Trigear and with ground clearance and static measures 270
mm.
> The 64" prop certainly looks OK for clearance at first sight but in
> agreement with you certainly has every opportunity to get grounded if not
> handled with some thought based on local conditions and surface type.
>
> Perhaps ensuring Tyre pressure, Bungee tension, AUW conditions and any
other
> mitigating operating conditions can minimise risk.
> >
> > People in glass houses shouldn't light blue touch paper.!
>
> Not sure glass houses or blue touch paper are pertinent to this
discussion!
> Just some dialogue between this group to assess exactly why occasionally
> some poor devil has to purchase new Prop blades. My reaction was that
Nigel
> Graham who initially broached this subject was observing maybe one of the
> aggravating conditions that lead to a less than perfect landing creating
> expensive and frustrating expense. A conventional gear Europa does seem to
> have a Prop clearance advantage and perhaps that observation was all that
is
> intended. 'You makes your choice and suffer any consequences'.
>
> In observation of Monowheel Europa. The low ground line and single wheel
> action with Tundra tyre certainly gives comfort if forced landing only
> available on rough terrain.
>
> Thank God the ground phase is so short for Europa's of whatever type and
> that those awkward moments that are waiting for us all in any aircraft are
> quickly dispelled once airborne!
>
> Kind Regards
>
> Gerry
>
> Gerry Holland
> Europa 384
> G-FIZY
> +44 7808 402404
> gnholland@onetel.com
>
>
Message 11
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--> Europa-List message posted by: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
A testament to the easy handling of hte Europa and the exceptional way it
cuts through turbulence became apparent last w'end whislt trying to video
the approach to Kemble. It was impossible (for hte passenger) to hold a
camera anywhere near steady, but the flight had been relaxed and it wasn't
until that point that the turbulence had really been noticed.
That said, has anyone some ideas on where to mount a camera; top of panel?
overhead between pilots? Or something more radical to provide stability.
Does mounting to the airframe then introduce picture vibration?
Duncan McF.
Message 12
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| Subject: | Re: OV protection |
--> Europa-List message posted by: Jos Okhuijsen <josok@ukolo.fi>
Following this never-ending discussion, which is generally a repetition
of a similar thread on the electric list i still wonder why this highly
technical subject is treated without any relevant data. What would be
interesting to know is: What is the Mean Time Between Failure of
alternators, regulators and do not forget, what is the MTBF of overload
protectors? There is just too much assumption here. Assuming there is
overload protection on electronic devices like radios, assuming they are
not, or not reliable enough. Assuming that an OV will not induce new
risks, like spontanious triggering, triggering on switching loads on the
circuit, plain failure.
Adding components and circuitry adds to the failure rate of the total
assambly. That's a fact and not an assumption.
Without proper data and risk analyses of the different scenarios with
and without an OV it is fairly impossible to draw conclusions.
Without conclusions it is pretty silly to change from general practice.
Please let somebody find the MTBF's
Jos Okhuijsen
Message 13
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| Subject: | Re: Europa-List Digest: 20 Msgs - 07/16/03 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 16/07/2003 -0700, you wrote:
>I constructed fairings, affixed to fuselage, with foam and BID. Rigging
>is not impossible, but admittedly the arrangement is not for frequent
>rigging/derigging. I use an adjustable dolly on casters, which if
>adjusted correctly means that once the wing root enters the lips of the
>fairing, alignment of the pins is automatic and it just slides into place.
>
>I used 3 layers of cloth (2 outside, one inside), which seems to have
>the proper flexibility in the lips of the fairing
Fred
In flight the wing flexes quite a significant amount so the flexibility is
essential, otherwise cracking if the filler and paint may occur or worse
damage to the fuselage skin.
Graham
---
Message 14
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--> Europa-List message posted by: "Brian Davies" <bdavies@dircon.co.uk>
I have used an ordinary domestic video camera in a single seater racing car,
to observe the instruments. Solid mounting to the roll cage produced no
indication of vibration , despite very high engine vibration and
transmission of road shocks thro' a very rigid suspension.
Brian Davies kit 454
----- Original Message -----
From: "Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Subject: Europa-List: Video mount
> --> Europa-List message posted by: "Ami McFadyean"
<ami@mcfadyean.freeserve.co.uk>
>
> A testament to the easy handling of hte Europa and the exceptional way it
> cuts through turbulence became apparent last w'end whislt trying to video
> the approach to Kemble. It was impossible (for hte passenger) to hold a
> camera anywhere near steady, but the flight had been relaxed and it wasn't
> until that point that the turbulence had really been noticed.
>
> That said, has anyone some ideas on where to mount a camera; top of panel?
> overhead between pilots? Or something more radical to provide stability.
> Does mounting to the airframe then introduce picture vibration?
>
>
> Duncan McF.
>
>
Message 15
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| Subject: | Re: New builder building in a single garage? |
--> Europa-List message posted by: "Alan" <aopd37@dsl.pipex.com>
Paul,
I'm building in a single garage, although I have the benefit now of an
off-site second single car garage for storage of the completed wings.
I stored all the foam and parts in a spare bedroom. Built a workbench for
the tailplane, flaps etc from MDF which I later dismantled and keep for
future use. I have a minimal workbench in the garage for tools, resin
ballance, I built the one in the manual, and store lengths of wood for
making jigs etc in the roof and on the walls.
Wings were built one at a time but both were kept in the garage, LE down, at
the same time in various states of build. I built the foam wings so also
insulated the garage so I could maintain an even temperature.
Once the wings were built I stored them and brought in the fuselage, which I
am now doing.
I still manage to use the garage for a motorbike and bicycle, I just move
them around or out when I'm building.
I don't have room to rig wings but I'll cross that bridge when I get to it.
I did have room to rig the tailplane.
The number of large bits in the house is getting smaller, cockpit module,
tailplane and undercarriage frame is in and one day it'll fly.......
Alan
#303
----- Original Message -----
From: "Paul Bunting" <paul.bunting@developtheweb.com>
Subject: Europa-List: New builder building in a single garage?
> --> Europa-List message posted by: "Paul Bunting"
<paul.bunting@developtheweb.com>
>
> Hi All,
>
> I am new to this list and have only just placed my order with Europa for a
> starter kit here in the UK.
>
> I was wondering if there was any members of this list who had already
built
> or are building a kit in a single garage. I do hope to gain access to a
> larger workshop further down the build process though this is not certain,
I
> will be building the initial stages at least in my single garage.
>
> If someone is out their and has done this I would appreciate any advice
you
> may have on possible layouts/setup for building the kit in a confined
space.
>
> If there is anyone in the UK that has completed or is nearing completion
of
> their kit and is looking to sell some tools used during the build process
I
> would be grateful if you could contact me directly at
> paul.bunting@developtheweb.com as I may be interested in purchasing these
> second hand from you.
>
> Regards,
>
> Paul
>
>
> do not archive
>
>
Message 16
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| Subject: | Fitting the exhaust |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I am fitting up the exhaust on my 912S and I had a couple of questions. One of
the front pipes has a slip joint in it and even with the pipe fully slide in
its overall length is about 10 mm longer than the other pipe. Is this a problem?
and if it is longer for a reason is it designed for one particular side ?
Paul
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