Today's Message Index:
----------------------
1. 12:11 AM - Re: Europa Club Mod - OV Crowbar Unit (Brian Davies)
2. 04:13 AM - Cockpit module installation (John & Amy Eckel)
3. 06:25 AM - Re: Cockpit module installation (Alan Stills)
4. 06:32 AM - Re: Hot Running 914 (Jim Brown)
5. 07:54 AM - Re: Hot Running 914 (Paul McAllister)
6. 08:03 AM - Re: Cockpit module installation (Paul McAllister)
7. 08:36 AM - Re: Cockpit module installation (John & Amy Eckel)
8. 09:50 AM - Rough running 912S again (Richard)
9. 12:07 PM - Re: Rough running 912S again (R.C.Harrison)
10. 12:07 PM - Re: Rough running 912S again (Stephan Cassel)
11. 12:38 PM - UK fliers: WPFAF invite (Rowland Carson)
12. 12:39 PM - FW: Rough running 912S again (Richard)
13. 03:17 PM - Re: Rough running 912S again (Richard Holder)
14. 03:55 PM - Re: Another question (Rocketman)
15. 07:12 PM - Re: Fw: Aeropoxy (Rob Housman)
16. 07:59 PM - Re: Rough running 912S again (Fergus Kyle)
17. 08:06 PM - Re: Fw: Aeropoxy (Fergus Kyle)
18. 10:22 PM - Re: Cockpit module installation (Mike Parkin)
Message 1
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| Subject: | Re: Europa Club Mod - OV Crowbar Unit |
--> Europa-List message posted by: "Brian Davies" <bdavies@dircon.co.uk>
Thanks Nigel,
I had already completed that part of the wiring to the old design, so a
quick fix was needed!
Brian
----- Original Message -----
From: "nigel charles" <nigelcharles@tiscali.co.uk>
Subject: Re: Europa-List: Europa Club Mod - OV Crowbar Unit
> --> Europa-List message posted by: "nigel charles"
<nigelcharles@tiscali.co.uk>
>
> Hi Brian
>
> Sorry not to get back to you sooner but work and problems getting e-mails
> abroad got in the way.
>
> >Your modified diagram appears to require yet another 5amp circuit breaker
> to
> protect the positive feed to the relay. Surely it is sufficient to take
the
> relay positive feed from the same place as the positive feed for the
crowbar
> unit. The only difference is that the relay is energised when the
> alternator master switch is closed.
>
> Modifying the circuit from the old to the new then becomes a simple
matter
> of moving the positive wires for the crowbar unit and the relay to the
> busbar side of the relay contacts.
>
> Does that make sense?<
>
> Your suggestion does make sense. The latest diagram was done for me by
> Rowland as he has the knowhow to create pdf files and I don't. He just
added
> it to the existing wiring diagram which includes the alternator switch.
> Quite how you arrange the finer points of the wiring is up to you. A
> suggestion I would make (and this is how my aircraft is wired) is not to
> have an alternator switch at all. After all the relay does that job
anyway.
> Although most of us have a panel of c/b's we also have a small fuse box
> (usually mounted in the engine compartment). This is for the 30A
alternator
> fuse, main panel fuse, 1A starter engaged fuse and ammeter fuses if
> appropriate. This fusebox then becomes the distribution point for all the
> high power electrics. This means that the only power coming through the
> firewall is for the panel itself. That way less junctions are required
> between the alternator and the battery. To achieve this you still need a
> seperate low power wire for the relay. It is a bit like having a battery
> solenoid but for the alternator.
>
> I have put this response on the forum as it may interest others but if you
> would like to talk about it in more detail give me a ring on 01380 860620.
I
> will be away from Saturday afternoon until Thursday morning but will be
> around the rest of Thursday and Friday.
>
> Regards
>
> Nigel
>
>
Message 2
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| Subject: | Cockpit module installation |
--> Europa-List message posted by: "John & Amy Eckel" <eckel1@comcast.net>
Hello,
I finally got my cockpit module installed yesterday with the
help of fellow Europa builders SteveD and Ron Parigoris and
other friends.
We used about 600 grams of redux ( weight before hardener).
We used about 120 No. 8 X 1/2 self tapping screws to pull everything
tight plus a few No. 8 screws and nuts with fender washers to pull
together areas where the self tapping screw wouldn't work.
We also put a bright light under the canoe to check for voids. It is like
having X-ray vision, the epoxy pattern and voids are easily seen.
The job took about 3.5 hours.
Questions about this step come up now and then so I thought this
would help those not there yet with planning.
Good building!!
John A230
Message 3
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| Subject: | Re: Cockpit module installation |
--> Europa-List message posted by: "Alan Stills" <astills785@earthlink.net>
JOHN,
Thanks for posting how much was used. I just asked Paul McAllister how much
he used, getting ready myself.
Al Stills
A095
Message 4
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| Subject: | Re: Hot Running 914 |
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
Graham;
I do have a few comments from my experience here in Florida. I do not have a
magic procedure to stop the overheating, as we have accumulated over 500 hours
and I still have not found the magic bullet to the problem.
My biggest problem here in Fl is ground running. On a long taxi to the active
runway, or if the controllers are slow in releasing me to the active, I see cyl
head temps reach 240 degrees F. In the summer this is about max 10 to 15 minutes
of ground running. This is the temp that I know I'm going to get coolant
venting on the takeoff run. I've learned that at this temp I only run the engine
to 5500 RPM to keep the turbo from going to full boost on take off which keeps
the heat down, and as soon as I get airborne I flatten out the climb profile as
much as possible to get the max amount of air through the tunnel to the
radiators.
One of the first things that I did was to take yarn strings and attach them all
over the front of the cowl. I also tufted the inside if the tunnel. At this
point I had a stock XS cowl. We then started the engine to observe the flow
pattern of the tufts. In the area just below the spinner and down to the top of
the tunnel, the tufts were pointed straight across in same direction the prop
was turning. In other areas the tufts were pointing straight up, but the
biggest surprise was the tufts just inside the tunnel. They were pointing OUT.
The air was so turbulent in this area that very little was actually going into
the tunnel.
Our fix was to remove the lower cowl, take some blue foam and glue it behind
the lips of the intake. we then sanded the foam so that there was a ramp from
the inlet to about 3 to 4 inches in the intake. This smoothed out the airflow
and air was flowing into the tunnel.
In the build process we had installed the oil cooler about two inches lower than
the water radiator. We then closed the small gap at the bottom of the oil
radiator, as well as sealing all gaps at the sides and tops of the radiators.
All air must go through the radiators.
We also took a look at the exit air from the engine compartment. One of the
restrictions we found, when looking up to the engine compartment from the
bottom of the aircraft was that the top of the tunnel just behind the radiators
was blocking some of the exit air. We cut the aluminum back to about two inches
from the oil radiator. This allowed air to flow more freely from the engine
compartment.
It has been an on going experience, we have made improvements in some areas but
have a long way to go on the ground running side. We are able to climb at 100
kts to 17.500 and temps are stable at 230 degrees F during the climb. In normal
cruise at 5300 RPM 33 inches MP our cyl heads temps are 190-200 degrees F and
oil temp is 190 degrees F.
We are also using 80/20 mixture of glycol to water. The reason being that we get
a higher boiling temp with this mixture.
We still have a few things to do on the ground running side, but time
constraints have put that on hold. The building of our RV-7 is taking most of
our time for now.
One of the boys in Florida
Jim Brown
N398JB
Graham Singleton wrote:
> --> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
>
> At 23:56 23/03/2004 -0800, you wrote:
> > wonder if any of you flying at high ambient temperatures 30 degrees
> > Celsius +
> >have any bright ideas about keeping the 914 turbo cool on climb out - 1'm
> >finding
> >temperatures creeping up past 120 degrees soon after take off which some
> >what limits my immediate climb - it returns to 106 - 112 on cruise.Any
> >hints tips
> >would be really appreciated!!
> >
> >Mike Toft
> >ZU CTG Trigear /914/Airmaster Prop - test flying!
>
> Mike
> The engine will run hotter when it is new and tight, after break in it will
> cool down a little.
> remember that if your coolant is 50% water it will boil at 115 deg
> C (129deg at 1
> bar)
> Check also That the coolant collector bottle has a good sized vent to
> overboard. You don't want glycol all over the windscreen.
> Check for good sealing around the radiators, you must force all the cooling
> air to go through them, not around the sides. The boys in Florida are
> probably the best people to talk to. Jim Brown, Jim Nelson? Bob Berube if
> he's not too busy
> Graham
>
Message 5
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| Subject: | Re: Hot Running 914 |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I was looking at the articles section on the Europa USA club website. Terry
describes a baffle he installed to help out with this problem. Has anyone
else tried this with success ? See
http://www.europa-usa.com/n135TD.htm#Oil_and_water_cooling
Paul
Message 6
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| Subject: | Re: Cockpit module installation |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
For what its worth, if I was doing this over again I would research
alternative methods to pulling in the module than screws. I did hear
mention on an idea once where people suspended the lower half and used
weights on the cockpit module. I don't know how successful this was but
what I found that the filling and sanding of the holes was not a trivial
exercise.
The problem is several areas of the fuselage where I used sheet metal screws
were compound curves and the screw actually pulled the area flat. When it
came time for me to fill this I it took quite sometime to try and get the
shape correct and I had many spots like this to fix.
Paul
Message 7
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| Subject: | Re: Cockpit module installation |
--> Europa-List message posted by: "John & Amy Eckel" <eckel1@comcast.net>
Al,
You are welcome.
One item I forgot to mention, we also used a come-along strap
wrapped around the fuselage at the head rest point to pull that
part together.
John
Subject: Re: Europa-List: Cockpit module installation
> --> Europa-List message posted by: "Alan Stills"
<astills785@earthlink.net>
>
> JOHN,
> Thanks for posting how much was used. I just asked Paul McAllister how
much
> he used, getting ready myself.
> Al Stills
> A095
>
>
Message 8
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| Subject: | Rough running 912S again |
--> Europa-List message posted by: "Richard" <riddon@btinternet.com>
Following my report of rough running of my 912S last week, I flew with
my inspector today to try to replicate the conditions in which the rough
running occurs.
It seems to happen at the top of a climb, when the aircraft is levelled
off, speed builds to cruise then I back off the throttle. At this point,
the engine 'plucks' for a minute or so then smoothes off. I have a C.S.
prop and if I keep the manifold pressure towards the top end of it's
range, say 25in. the plucking continues until I back off the throttle
and reduce the pressure.
The day was rather cool and humid, the windows kept steaming up even
with the vents open. Is this likely to be carb icing or does anyone with
rather more experience than me have any other idea's?
Richard Iddon. G-RIXS
Message 9
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| Subject: | Re: Rough running 912S again |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! Richard.
I'm not a Rotax "buff" but IMHO it sounds to me like a weak mixture case,
where you are lightening the load and get a rough run due to mixture. Whilst
in the climb you may have the carbs delivering more fuel that the engine can
develop power for , so when you throttle back the mixture leans off too far
giving a rough run.
Just a suggestion, perhaps some carb tuning specialist would care to put his
remarks to this theory.?
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300 (back in the air with a 200
re-ring job done...... bet you can't do a ROTAX 4 Cylinder as cheap !)
----- Original Message -----
From: "Richard" <riddon@btinternet.com>
Subject: Europa-List: Rough running 912S again
> --> Europa-List message posted by: "Richard" <riddon@btinternet.com>
>
> Following my report of rough running of my 912S last week, I flew with
> my inspector today to try to replicate the conditions in which the rough
> running occurs.
>
> It seems to happen at the top of a climb, when the aircraft is levelled
> off, speed builds to cruise then I back off the throttle. At this point,
> the engine 'plucks' for a minute or so then smoothes off. I have a C.S.
> prop and if I keep the manifold pressure towards the top end of it's
> range, say 25in. the plucking continues until I back off the throttle
> and reduce the pressure.
>
> The day was rather cool and humid, the windows kept steaming up even
> with the vents open. Is this likely to be carb icing or does anyone with
> rather more experience than me have any other idea's?
>
> Richard Iddon. G-RIXS
>
>
Message 10
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| Subject: | Rough running 912S again |
--> Europa-List message posted by: "Stephan Cassel" <cassel@sensewave.com>
Hi Richard,
I have had ice conditions twice (C172): one on decent, temperature
round +10 degree Celsius and one soon after leveled off.
The engine start very quickly to go rough (very rough I may add)
After pulling the carb. heater, the engine worked OK again.
I have been told that you must expect carb. icing up to 18 degree if
it is humid condition.
I will absolutely install some sort carb. heater in my Europa.
Stephan Cassel
#556
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Richard
Subject: Europa-List: Rough running 912S again
--> Europa-List message posted by: "Richard" <riddon@btinternet.com>
Following my report of rough running of my 912S last week, I flew with
my inspector today to try to replicate the conditions in which the rough
running occurs.
It seems to happen at the top of a climb, when the aircraft is levelled
off, speed builds to cruise then I back off the throttle. At this point,
the engine 'plucks' for a minute or so then smoothes off. I have a C.S.
prop and if I keep the manifold pressure towards the top end of it's
range, say 25in. the plucking continues until I back off the throttle
and reduce the pressure.
The day was rather cool and humid, the windows kept steaming up even
with the vents open. Is this likely to be carb icing or does anyone with
rather more experience than me have any other idea's?
Richard Iddon. G-RIXS
==
==
==
==
Message 11
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| Subject: | UK fliers: WPFAF invite |
--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
Here following is news of something very noble
that flying UK Europas could do on 17th April,
and later in June, but note that 250hr P1
requirement. Please respond direct to Dudley
Pattison <gfv54@dial.pipex.com> as he's NOT on
the Europa list.
>From: Dudley Pattison <gfv54@dial.pipex.com>
>Sent: 22 March 2004 11:44
>Subject: WPFAF invite
>The Wiltshire PFA Flyers have three main flying
>events booked for this year (so far). You are
>invited to each of these although there is
>catch, I need your help for two of them.
>
>They are;
>1) Saturday 17th April Air Scout Camp at
>Calcot (3 miles south of Northleach VRP). Alan
>Twigg (WPFAF secretary) and others from the PFA
>have put a lot of effort into this one. The
>scouts will be given ground school and flight
>experience (this is where you come in) in order
>to gain badges. Unlike the 100 hours for Young
>Eagles, pilots need to have a minimum of 250
>hours for this one. We have 36 passengers for a
>30 min flight so we need lots of a/c.
>2) Saturday 12th June Young Eagle event at
>Kemble. I have negotiated a 'once only' 5.00
>landing fee with Kemble management as before.
>There will be 50 -60 youngsters for a 20 min
>flight so again, lots of volunteers required.
>3) Sunday 12th September WPFAF Fly-In at
>Lower Upham (the one that is just East of
>Draycott, not the Southampton one that one poor
>chap went to last year). This is the 'free'
>event (landing, food and drink etc.) where the
>donations cover the base costs and allow a
>sizeable donation to be sent to the Prospect
>Foundation.
>
>There is not much time left before the start of
>this programme so please look at your diary now
>and contact me as soon as possible, I will then
>send full details of the event/s that you can
>make it to.
>For the first two events above it does not
>matter one iota if we have too many pilots and
>aircraft, what would you have done that day
>anyway? Gone to an airfield and talked to other
>flyers? Fine, do it with us. But if we have too
>many youngsters that is a different story, so
>please reply in the affirmative if you can. Your
>aircraft type and call sign would be appreciated
>when you reply.
>Kind regards
>Duds for WPFAF
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (660 hours building) PFA #16532
| e-mail <memsec@europaclub.org.uk> website <www.europaclub.org.uk>
Message 12
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| Subject: | Rough running 912S again |
--> Europa-List message posted by: "Richard" <riddon@btinternet.com>
Another thought, I have also just installed MOD 12, which is an extra
baffle in the exhaust of a 912S (placed in the outlet to stop an
internal plate coming loose and blocking the exhaust). Could this slight
additional restriction of the exhaust possibly be causing the problem?
Richard Iddon. G-RIXS
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Richard
Subject: Europa-List: Rough running 912S again
--> Europa-List message posted by: "Richard" <riddon@btinternet.com>
Following my report of rough running of my 912S last week, I flew with
my inspector today to try to replicate the conditions in which the rough
running occurs.
It seems to happen at the top of a climb, when the aircraft is levelled
off, speed builds to cruise then I back off the throttle. At this point,
the engine 'plucks' for a minute or so then smoothes off. I have a C.S.
prop and if I keep the manifold pressure towards the top end of it's
range, say 25in. the plucking continues until I back off the throttle
and reduce the pressure.
The day was rather cool and humid, the windows kept steaming up even
with the vents open. Is this likely to be carb icing or does anyone with
rather more experience than me have any other idea's?
Richard Iddon. G-RIXS
Message 13
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| Subject: | Re: Rough running 912S again |
--> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
This is the problem I had. You have tightened up the solderless nipple on a
carb lever arm (where the throttle cable joins it) too tightly and the carbs
are going out of balance.
Try wiggling the throttle a little while it is misfiring and it should go
away. To fix it back off the nut on the solderless nipple two FLATS and try
again. The solderless nipple and the throttle cable should be free to rotate
in the carb lever arm, and it is getting stuck because the nut is too tight.
Read the words in the latest Europa News on page 4. Do not loosen off the
nut several TRURNS as the throttle cable will come out and you will have
more than just plucking ! (one side will go to full throttle).
Another Richard (of Widford !)
> --> Europa-List message posted by: "Richard" <riddon@btinternet.com>
>
> Following my report of rough running of my 912S last week, I flew with
> my inspector today to try to replicate the conditions in which the rough
> running occurs.
>
> It seems to happen at the top of a climb, when the aircraft is levelled
> off, speed builds to cruise then I back off the throttle. At this point,
> the engine 'plucks' for a minute or so then smoothes off. I have a C.S.
> prop and if I keep the manifold pressure towards the top end of it's
> range, say 25in. the plucking continues until I back off the throttle
> and reduce the pressure.
>
> The day was rather cool and humid, the windows kept steaming up even
> with the vents open. Is this likely to be carb icing or does anyone with
> rather more experience than me have any other idea's?
>
> Richard Iddon. G-RIXS
Message 14
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| Subject: | Re: Another question |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
Steve Hagar wrote:
>Jeff:
>
>I had the same issue with the stuff. Since it is real expensive I hate to
>throw the stuff out and spend about $130 to buy a new batch. I wound out
>making a sample lap joint coupon and pulled it on an instron tensile test
>machine. The fiberglass broke before the joint came apart. So if you want
>to see if it still has its strength make a lap joint about 1" wide and
>layer up some fiberglass in the thickness you are planning on bonding. Do a
>tensile test. If the fiberglass breaks before the joint, you have good
>stuff.
>
>Steve Hagar
>A143 Mesa, AZ
>
>
Steve,
Performed the same test, yesterday, with the same results. The
fiberglass separated, leaving the joint intact. Set the tailplane
torque tube bushings, yesterday and checked them today. Looks like
they'll stay in place. Thanks for the response...
--
Jeff - N55XS Tri-Gear. Just getting started...
Message 15
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--> Europa-List message posted by: "Rob Housman" <robh@hyperion-ef.com>
Ferg,
Were the samples cured only at room temperature of were they subjected to
elevated temperature cure as Europa recommends?
Best regards,
Rob Housman
A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Fergus Kyle
Subject: Re: Europa-List: Fwd: Aeropoxy
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
I had the same worries several years ago and got the same reply.
Nevertheless, I used the 'lighter' hardener whenever the choice was
available. I am delighted to see that they are sticking to their guns.
That said, I had a buddy in the business take several samples of
Aeropoxy, and send them to the labs in Stuttgart for formulating and
testing. The report came back that, properly mixed, the Normal syrup and
hardener (I don't have the numbers to hand, but they are neither fast nor
slow hardener ones) rveal a Tg of 78.3deg C - not a bad state.
I am now going to ask him to send later samples for the same
purpose and if successful, will relay the results.
Ferg
A064 Classic
Subject: Europa-List: Fwd: Aeropoxy
| --> Europa-List message posted by: rlborger <rlborger@mac.com>
|
| Fellow Europa builders,
|
| I located the web-site for the manufacturer of Aeropoxy
| (http://www.ptm-w.com) and asked about the change in color of the
| hardener. Here is he reply from them.
|
| Good building,
| Bob Borger
| Europa Kit #A221 N914XL, XS Mono, 914, Airmaster C/S
| (60%) tail kit done, wings closed, cockpit module installed, pitch
| system in, landing gear frame in, rudder system in, working chapters 23
| Fuselage Top, 24 Instrument Panel, 25 Electrical & 29 Main Gear.
| 3705 Lynchburg Dr.
| Corinth, TX 76208
| Home: 940-497-2123
| Cel: 817-992-1117
|
|
| Begin forwarded message:
|
| > From: Bill Romey <bromey@ptm-w.com>
| > Date: Fri Mar 26, 2004 17:28:40 US/Central
| > To: rlborger@mac.com
| > Subject: Aeropoxy
| >
| > Hello Bob,
| > Thanks for your inquiry regarding Aeropoxy.=A0 I have attached a pdf
| > data sheet for Aeropoxy 2032.=A0 If you have any problems opening it,
| > please reply and I will either fax=A0or mail it to you.=A0 Our web site
| > for Aeropoxy will up and running soon.
| >
| > As to the red color of the hardener, this is not a problem.=A0 The color
| > is a reaction of the amines in the hardener with oxygen in the air.=A0
| > The more it is exposed to air the more it turns color.=A0 We have done
| > extensive testing with oxidized Aeropoxy hardeners and can find no
| > deleterious effects.=A0 You are perfectly safe in using the red
| > hardener.=A0 There is no reason to buy new material.=A0 These epoxies
are
| > very storage stable, except for the color change.
| >
| > If you have any questions, please call me or Scot Stettler at 800
| > 421-1518.
| >
| > Regards,
| >
| > Bill Romey
| > bromey@ptm-w.com
| >
| >
|
| >
|
|
|
|
|
|
Message 16
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|
| Subject: | Re: Rough running 912S again |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
My guess - ice formed at higher power warms up and moves - swallowed by the
carb probly.
Ferg
----- Original Message -----
From: "Richard" <riddon@btinternet.com>
Subject: Europa-List: Rough running 912S again
| --> Europa-List message posted by: "Richard" <riddon@btinternet.com>
|
| Following my report of rough running of my 912S last week, I flew with
| my inspector today to try to replicate the conditions in which the rough
| running occurs.
|
| It seems to happen at the top of a climb, when the aircraft is levelled
| off, speed builds to cruise then I back off the throttle. At this point,
| the engine 'plucks' for a minute or so then smoothes off. I have a C.S.
| prop and if I keep the manifold pressure towards the top end of it's
| range, say 25in. the plucking continues until I back off the throttle
| and reduce the pressure.
|
| The day was rather cool and humid, the windows kept steaming up even
| with the vents open. Is this likely to be carb icing or does anyone with
| rather more experience than me have any other idea's?
|
| Richard Iddon. G-RIXS
|
|
|
|
|
|
Message 17
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|
| Subject: | Re: Fwd: Aeropoxy |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Rob,
I can't remember. I think it was a combination although it took
weeks, it may be that they did both and took the worst case. In any event,
after a year I'm told they're all within 5- 10%. I was happy with the 78deg
so didn't press too hard. let's see what comes of this set.
Cheers, Ferg
----- Original Message -----
From: "Rob Housman" <robh@hyperion-ef.com>
Subject: RE: Europa-List: Fwd: Aeropoxy
| --> Europa-List message posted by: "Rob Housman" <robh@hyperion-ef.com>
|
| Ferg,
|
| Were the samples cured only at room temperature of were they subjected to
| elevated temperature cure as Europa recommends?
|
|
| Best regards,
|
| Rob Housman
| A070
| Airframe complete
| Irvine, CA
|
| -----Original Message-----
| From: owner-europa-list-server@matronics.com
| [mailto:owner-europa-list-server@matronics.com]On Behalf Of Fergus Kyle
| To: europa-list@matronics.com
| Subject: Re: Europa-List: Fwd: Aeropoxy
|
| --> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
|
| Cheers,
| I had the same worries several years ago and got the same
reply.
| Nevertheless, I used the 'lighter' hardener whenever the choice was
| available. I am delighted to see that they are sticking to their guns.
| That said, I had a buddy in the business take several samples
of
| Aeropoxy, and send them to the labs in Stuttgart for formulating and
| testing. The report came back that, properly mixed, the Normal syrup and
| hardener (I don't have the numbers to hand, but they are neither fast nor
| slow hardener ones) rveal a Tg of 78.3deg C - not a bad state.
| I am now going to ask him to send later samples for the same
| purpose and if successful, will relay the results.
| Ferg
| A064 Classic
|
| Subject: Europa-List: Fwd: Aeropoxy
|
|
| | --> Europa-List message posted by: rlborger <rlborger@mac.com>
| |
| | Fellow Europa builders,
| |
| | I located the web-site for the manufacturer of Aeropoxy
| | (http://www.ptm-w.com) and asked about the change in color of the
| | hardener. Here is he reply from them.
| |
| | Good building,
| | Bob Borger
| | Europa Kit #A221 N914XL, XS Mono, 914, Airmaster C/S
| | (60%) tail kit done, wings closed, cockpit module installed, pitch
| | system in, landing gear frame in, rudder system in, working chapters 23
| | Fuselage Top, 24 Instrument Panel, 25 Electrical & 29 Main Gear.
| | 3705 Lynchburg Dr.
| | Corinth, TX 76208
| | Home: 940-497-2123
| | Cel: 817-992-1117
| |
| |
| | Begin forwarded message:
| |
| | > From: Bill Romey <bromey@ptm-w.com>
| | > Date: Fri Mar 26, 2004 17:28:40 US/Central
| | > To: rlborger@mac.com
| | > Subject: Aeropoxy
| | >
| | > Hello Bob,
| | > Thanks for your inquiry regarding Aeropoxy.=A0 I have attached a pdf
| | > data sheet for Aeropoxy 2032.=A0 If you have any problems opening it,
| | > please reply and I will either fax=A0or mail it to you.=A0 Our web
site
| | > for Aeropoxy will up and running soon.
| | >
| | > As to the red color of the hardener, this is not a problem.=A0 The
color
| | > is a reaction of the amines in the hardener with oxygen in the air.=A0
| | > The more it is exposed to air the more it turns color.=A0 We have done
| | > extensive testing with oxidized Aeropoxy hardeners and can find no
| | > deleterious effects.=A0 You are perfectly safe in using the red
| | > hardener.=A0 There is no reason to buy new material.=A0 These epoxies
| are
| | > very storage stable, except for the color change.
| | >
| | > If you have any questions, please call me or Scot Stettler at 800
| | > 421-1518.
| | >
| | > Regards,
| | >
| | > Bill Romey
| | > bromey@ptm-w.com
| | >
| | >
| |
| | >
| |
| |
| |
| |
| |
| |
|
|
|
|
|
|
Message 18
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|
| Subject: | Re: Cockpit module installation |
--> Europa-List message posted by: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
I made a wooden frame that sat proud of the cockpit sill. The idea was that
legs on the frame applied pressure from above on various parts of the
cockpit module - including the headrests. After applying the redux I used 3
lightweight trailer straps ( the sort that have a ratchet for tightening)
from the wooden frame on one side, under the fuselage and back to the frame
on the other side of the cockpit. It worked a treat and the frame allowed
easy access to remove all the excess redux.
regards,
Mike
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: Re: Europa-List: Cockpit module installation
> --> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
>
> Hi all,
>
> For what its worth, if I was doing this over again I would research
> alternative methods to pulling in the module than screws. I did hear
> mention on an idea once where people suspended the lower half and used
> weights on the cockpit module. I don't know how successful this was but
> what I found that the filling and sanding of the holes was not a trivial
> exercise.
>
> The problem is several areas of the fuselage where I used sheet metal
screws
> were compound curves and the screw actually pulled the area flat. When it
> came time for me to fill this I it took quite sometime to try and get the
> shape correct and I had many spots like this to fix.
>
> Paul
>
>
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