Today's Message Index:
----------------------
1. 01:06 AM - Re: Hot Running 914 (David Joyce)
2. 01:27 AM - ammeters (Paul Stewart)
3. 02:56 AM - Re: 912s Temps (Roger Anderson)
4. 05:26 AM - Re: ammeters (John Cliff)
5. 06:30 AM - Re: ammeters (Fergus Kyle)
6. 06:53 AM - Re: ammeters (n3eu@comcast.net)
7. 06:58 AM - Re: Hot Running 914 (Europa Aircraft)
8. 08:24 AM - 914 power settings (Dave Anderson)
9. 08:33 AM - Oshkosh Volunteers & Fly-In (Europa Aircraft)
10. 09:50 AM - Re: 914 power settings (Ronald J. Parigoris)
11. 09:59 AM - Re: 912s Temps (Terry Seaver)
12. 03:21 PM - Re: ammeters (James Nelson)
13. 11:51 PM - Gear Retraction Dolly (Tony Renshaw)
14. 11:55 PM - Who's a/c is this???? (Tony Renshaw)
Message 1
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| Subject: | Re: Hot Running 914 |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Jim, It was not meant as criticism of anyone, simply to say that my
alterations have given me comfortable temps (mid 90s Centigrade oil &
water/coolant) at cruising speeds in the 120 -140 kt range. These speeds do
not need more than 75%, and I simply wanted to point out the limitations of
my observations. Regards, David Joyce
----- Original Message -----
From: Jim Brown <acrojim@cfl.rr.com>
Subject: Re: Europa-List: Hot Running 914
> --> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
>
> It would appear from some of the posting to the forum that we all have
> addressed the subject of the 914 ground heating problem in about the
same
> way. That is what makes this forum so educational about a lot of subjects.
>
> I will assume that your statement "I don't blast around the sky at 115%
all the
> time", was directed at me as I had given some typical cruise setting I use
in
> my a/c. My answer to this is "Neither Do I"
>
> In the maintenance manual that came with my 914 dated 02-01-1997 on page
26 It
> lists that Take Off Performance is 5800 RPM and 40 inches MP for max. 5
> MINUTES. It also approves Max. Continuous Power at 5500 RPM and 35 inches
MP
> which Rotax considers this to be 100% power according to their engine
> performance box on page 54. Since I cruise at 5300 RPM and 33 inches MP I
am
> operating my engine within the parameters set forth by Rotax....and
certainly
> this is not 115%.
>
> My original reason for sharing engine speed and MP pressure was so that
others
> would have a baseline for temperatures on their own engines
>
> Jim Brown
> N398JB
>
> David Joyce wrote:
>
> > --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
> >
> > Paul, I had high temps on my 914, and in particular problems if
prolonged
> > taxying was necessary. I plugged the gaps between the two radiators and
the
> > air ducting and things improved, (probably helped by the passage of time
and
> > the engine wearing off the rough bits). For the gap below the radiator I
> > stuck a sloping fillet of blue foam across the lower cowling and laid
two
> > plies of bid over it, and for the other I filled the top gap with
stainless
> > steel sheet, thus encouraging all the cooling air to go through both
> > radiators. Temps now seem happy in the worst of English summers,
although I
> > don't blast around the sky at 115% all the time! Regards, David Joyce,
> > G-XSDJ
> > ----- Original Message -----
> > From: Paul McAllister <paul.mcallister@qia.net>
> > To: <europa-list@matronics.com>
> > Subject: Re: Europa-List: 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
> > >
> > >
> > >
> > > This email has been scanned using the CleanPort MEF antivirus
> > > system. Funded for members by the Doctors.net.uk Bulletin service
> > > How does this protect me? http://www.Doctors.net.uk/qualityemail
> > >
> > >
> > >
> >
>
>
> ________________________________________________________________________
> This email has been scanned using the CleanPort MEF antivirus
> system. Funded for members by the Doctors.net.uk Bulletin service
> How does this protect me? http://www.Doctors.net.uk/qualityemail
> ________________________________________________________________________
>
>
Message 2
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--> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com>
All
Trying to sort out an ammeter with a firewall shunt as suggested by Aero
electric connection and indeed others on this forum. However the ammeter
I ordered from ACS thinking it was what I required arrived saying -'No
external shunt required' . Indeed when I spoke to ACS they appeared not
to know what I was on about and could not supply a suitable
instrument. Given that a suitable insrtument seems to be so rare am I
barking up the wrong tree. Indeed should I not worry about bringing the
battery feed to the bus via a panel mounted ammeter? Thoughts anyone.
Regards
Paul G-GIDY
Message 3
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--> Europa-List message posted by: "Roger Anderson" <randerson@skewstacks.freeserve.co.uk>
----- Original Message -----
From: "P.A.D.Clarke" <paddyclarke@lineone.net>
Subject: Europa-List: 912s Temps
For information on oil temperatures see Rotax Service
Instruction SI-18-1997 R4 (Februray 2004) paragraph 3.5 which deals with
'General engine operating requirements and operating tips'.
Message 4
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--> Europa-List message posted by: "John Cliff" <mx@crixbinfield.freeserve.co.uk>
> Trying to sort out an ammeter with a firewall shunt as suggested by Aero
> electric connection and indeed others on this forum. However the ammeter
> I ordered from ACS thinking it was what I required arrived saying -'No
> external shunt required' . Indeed when I spoke to ACS they appeared not
> to know what I was on about and could not supply a suitable
> instrument. Given that a suitable insrtument seems to be so rare am I
> barking up the wrong tree. Indeed should I not worry about bringing the
> battery feed to the bus via a panel mounted ammeter? Thoughts anyone.
ACS P/N is a 30-30 shunt-type ammeter (and is supplied with a shunt). It's not
that light. Made by UMA, p. 344 in the 02-03 catalogue.
John Cliff
#0259
Message 5
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--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
----- Original Message -----
From: "Paul Stewart" <europa@pstewart.f2s.com>
Subject: Europa-List: ammeters
| --> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com>
|
| All
|
| Trying to sort out an ammeter with a firewall shunt as suggested by Aero
| electric connection and indeed others on this forum. However the ammeter
| I ordered from ACS thinking it was what I required arrived saying -'No
| external shunt required' . Indeed when I spoke to ACS they appeared not
| to know what I was on about and could not supply a suitable
| instrument. Given that a suitable insrtument seems to be so rare am I
| barking up the wrong tree. Indeed should I not worry about bringing the
| battery feed to the bus via a panel mounted ammeter? Thoughts anyone.
| Regards Paul G-GIDY
Paul,
I hesitate to repeat this, but old hams do this all the time.
Often homebuilt power supplies have many different parameters to meet and
the need for this prompts one to build to spec.
In the case of modern transceivers AND Europas, there seems to
be a settling on a nominal 12Vdc - so there is commonality. I think a local
ham club would provide an old geezer who might take an interest and shunt
your gauge [or whatever replaces it] out of shear curiosity. In fact, it's
not a bad idea to capitalise on the uncommon build-your-own-aircraft and
intrigue a local ham into being a consultant. I have shunted off some jobs
to chaps who are curious and helpful.
I get a new friend.
They get a new interest.
Cheers, Ferg
PS If your are intent but cannot find a local club, let me know and will
search out a source in your area.
Message 6
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--> Europa-List message posted by: n3eu@comcast.net
Paul Stewart wrote:
> ...Given that a suitable instrument seems to be so rare am
> I barking up the wrong tree. Indeed should I not worry about
> bringing the battery feed to the bus via a panel mounted ammeter?
In a small plastic airplane, it doesn't matter much, just don't bundle
wires with it that are sensitive to noise pickup. For weight, cost, and
panache, can't beat a tiny LCD digital panel meter. As little as $10 on
surplus market, necessary floating power supply is a DC-DC converter (better
ones $1.50), plus a few cheap components. Shunt on mine is just a parallel
pair of .006 ohm resistors in the bus feed, losing some accuracy vs. ambient
temp, but they're only 50-cents.... And for accomplished 'tronic geeks,
the beauty part is the ease of adding high amps/discharge alarm circuitry.
Regards,
Fred F.
Message 7
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--> Europa-List message posted by: "Europa Aircraft" <europa@gate.net>
Hi All!
I have been testing a 914UL tri-gear here in Lakeland, FL. This one
actually runs too cold, even on the ground it is hard to get the temps up,
so we are moving the oil cooler back up, & blocking off some of the
radiator, in the Florida HEAT!
This tri-gear has the firewall moved aft in the center tunnel to allow more
outlet area. That is the only deviation from plans that I see, other than a
smoother inlet.
I am not suggesting making mods without consulting Andy or Neville first, I
just wanted to point out that the 914UL doesn't always run hot.
Happy Building!
John Hurst
Europa Aircraft
Lakeland, FL
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Jim Brown
Subject: Re: Europa-List: Hot Running 914
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
It would appear from some of the posting to the forum that we all have
addressed the subject of the 914 ground heating problem in about the same
way. That is what makes this forum so educational about a lot of subjects.
I will assume that your statement "I don't blast around the sky at 115% all
the
time", was directed at me as I had given some typical cruise setting I use
in
my a/c. My answer to this is "Neither Do I"
In the maintenance manual that came with my 914 dated 02-01-1997 on page 26
It
lists that Take Off Performance is 5800 RPM and 40 inches MP for max. 5
MINUTES. It also approves Max. Continuous Power at 5500 RPM and 35 inches
MP
which Rotax considers this to be 100% power according to their engine
performance box on page 54. Since I cruise at 5300 RPM and 33 inches MP I am
operating my engine within the parameters set forth by Rotax....and
certainly
this is not 115%.
My original reason for sharing engine speed and MP pressure was so that
others
would have a baseline for temperatures on their own engines
Jim Brown
N398JB
David Joyce wrote:
> --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
>
> Paul, I had high temps on my 914, and in particular problems if prolonged
> taxying was necessary. I plugged the gaps between the two radiators and
the
> air ducting and things improved, (probably helped by the passage of time
and
> the engine wearing off the rough bits). For the gap below the radiator I
> stuck a sloping fillet of blue foam across the lower cowling and laid two
> plies of bid over it, and for the other I filled the top gap with
stainless
> steel sheet, thus encouraging all the cooling air to go through both
> radiators. Temps now seem happy in the worst of English summers, although
I
> don't blast around the sky at 115% all the time! Regards, David Joyce,
> G-XSDJ
> ----- Original Message -----
> From: Paul McAllister <paul.mcallister@qia.net>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: 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
> >
> >
> > ________________________________________________________________________
> > This email has been scanned using the CleanPort MEF antivirus
> > system. Funded for members by the Doctors.net.uk Bulletin service
> > How does this protect me? http://www.Doctors.net.uk/qualityemail
> > ________________________________________________________________________
> >
> >
>
Message 8
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| Subject: | 914 power settings |
--> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
Hi Jim,
Just for your information, I have operated the 914 engine now for 170 hours including
the flight back to OSH last year. Since I have the high aspect ratio wings,
I tend to operate at lower power settings, sometimes at zero! I learned on
the trip to OSh that the airplane engine likes to run at the higher power settings.
When I fly locally, the exhaust tends to get black and I have more fouling
plug problems. When I get up and running for an extended time at the 30 inch
setting - where it was designed to run (ie 100% ,max continuous - and that
does mean continuous) it runs very clean. You can almost eat off the inside of
the exhaust.
Lycoming engines have the same thing in effect - they allow 100% power for takeoff,
but you cannot run the engine at that setting forever. 75% is the max. If
somebody wants to feel better, just take the numbers and convert 115% to 100%.
Then one can takeoff at 100% and have a max cruise of 87%. OR you can takeoff
in your lycoming at 133% and use max cruise of 100%.
I use 30 to 32 inches and 5,000 rpm when I am cruising up there in the thin air.
Dave
A227
Mini U2
170TT and counting
Still trying to figure a cabin heater.
Message 9
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| Subject: | Oshkosh Volunteers & Fly-In |
--> Europa-List message posted by: "Europa Aircraft" <europa@gate.net>
Hi All,
This year we will have lots of events planned at Oshkosh, so we will need
extra volunteers to help the builders. I have 8 free weekly admissions for
volunteers. We also provide beds / floor space at our house (it will be
larger this year). Priority will be given to those who volunteered in the
past, and also for those who will be both flying there plane in, and
volunteering.
To be eligible to volunteer, you will need to be there for set-up day on the
26'th, and tear down on the 2'nd. Volunteers also must be available to man
the stand, and help park aircraft during the show.
Please contact me at the Lakeland office via telephone at 863-647-5355 if
you wish to volunteer.
Don't forget to fly your Europa in. We have paid for a large area in the
main display area for the Europa's to park. There will be extra security
there, assistance flying your plane in, going out to eat, getting a place to
stay etc... We will also be providing a nice gift for all those who fly in.
If you are flying your Europa, this is one event that you don't want to
miss. People are even shipping there planes overseas to be there!
Bob Jacobsen & The Europa Owners Club in the US is helping to organize the
event. For more details see there website at:
http://www.europa-usa.com/airventure_2004.htm
Happy Flying!
John Hurst
Europa Aircraft
Lakeland, FL
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Europa
Aircraft
Subject: RE: Europa-List: Hot Running 914
--> Europa-List message posted by: "Europa Aircraft" <europa@gate.net>
Hi All!
I have been testing a 914UL tri-gear here in Lakeland, FL. This one
actually runs too cold, even on the ground it is hard to get the temps up,
so we are moving the oil cooler back up, & blocking off some of the
radiator, in the Florida HEAT!
This tri-gear has the firewall moved aft in the center tunnel to allow more
outlet area. That is the only deviation from plans that I see, other than a
smoother inlet.
I am not suggesting making mods without consulting Andy or Neville first, I
just wanted to point out that the 914UL doesn't always run hot.
Happy Building!
John Hurst
Europa Aircraft
Lakeland, FL
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Jim Brown
Subject: Re: Europa-List: Hot Running 914
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
It would appear from some of the posting to the forum that we all have
addressed the subject of the 914 ground heating problem in about the same
way. That is what makes this forum so educational about a lot of subjects.
I will assume that your statement "I don't blast around the sky at 115% all
the
time", was directed at me as I had given some typical cruise setting I use
in
my a/c. My answer to this is "Neither Do I"
In the maintenance manual that came with my 914 dated 02-01-1997 on page 26
It
lists that Take Off Performance is 5800 RPM and 40 inches MP for max. 5
MINUTES. It also approves Max. Continuous Power at 5500 RPM and 35 inches
MP
which Rotax considers this to be 100% power according to their engine
performance box on page 54. Since I cruise at 5300 RPM and 33 inches MP I am
operating my engine within the parameters set forth by Rotax....and
certainly
this is not 115%.
My original reason for sharing engine speed and MP pressure was so that
others
would have a baseline for temperatures on their own engines
Jim Brown
N398JB
David Joyce wrote:
> --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
>
> Paul, I had high temps on my 914, and in particular problems if prolonged
> taxying was necessary. I plugged the gaps between the two radiators and
the
> air ducting and things improved, (probably helped by the passage of time
and
> the engine wearing off the rough bits). For the gap below the radiator I
> stuck a sloping fillet of blue foam across the lower cowling and laid two
> plies of bid over it, and for the other I filled the top gap with
stainless
> steel sheet, thus encouraging all the cooling air to go through both
> radiators. Temps now seem happy in the worst of English summers, although
I
> don't blast around the sky at 115% all the time! Regards, David Joyce,
> G-XSDJ
> ----- Original Message -----
> From: Paul McAllister <paul.mcallister@qia.net>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: 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
> >
> >
> > ________________________________________________________________________
> > This email has been scanned using the CleanPort MEF antivirus
> > system. Funded for members by the Doctors.net.uk Bulletin service
> > How does this protect me? http://www.Doctors.net.uk/qualityemail
> > ________________________________________________________________________
> >
> >
>
Message 10
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| Subject: | Re: 914 power settings |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Hello Dave
You mention that at lower power settings you are having plug fouling and black
soot in exhaust.
Sounds like you are just running a bit rich at that throttle opening.
I may take that back a little if you are running on avgas as you I think need the
heat to prevent lead fouling problems.
Full throttle is pretty much main jet, then it is needle jet, jet needle and throttle
valve cutaway.
Go fly and precision mark where throttle position is in flight at your favorite
power setting. Then next time you can easily look, see what position in percentage
of opening it is and you can tune that part.
Ask Rotax Guru on suggestions.
Lean at high power settings is not a good thing, best to err on the rich side.
At lower power settings since you are generating no where near as much heat, erring
on rich will keep temperatures down which is not a great thing and foul
plugs and make soot and hurt efficiency.
If you are at higher altitudes than sea level, especial at lower power settings,
i don't think the constant Pressure carbs fully compensate and lean enough.
I think higher the boost the better the carbs will compensate.
Check with rotax, but a test by moving jet needle down 1 notch or getting another
needle with a thicker profile where you need it would be my first dart throw.
Keep a keen eye you don't things run lean at high power settings.
One cute trick i used to do on motorcycles is to pick a throttle setting you are
having problems with, and turn off the petcock when it would begin to run out
of gas it would lean things up, if it began to run great, you knew which direction
to go. It worked remarkably well at a given throttle setting, you could
adjust and run for some by having the petcock cracked just enough.
As a matter of fact the BD-5 with Zenoah 3 cylinder had you lean by starving the
motor by cutting off fuel with a nice adjustable valve.
For a test you could go to your favorite setting and check how thing is running
then starve it and see if things improve. An EGT would be helpful here, look
for a rise in EGT and RPM (No constant speed). If fairly noticeable, probably
too rich.
Ron Parigoris
Message 11
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--> Europa-List message posted by: Terry Seaver <terrys@cisco.com>
Hi Paddy,
We were also concerned about low oil temps in the winter time. You
would want the oil temp to get high enough to evaporate the water out on
each flight. We noticed that the factory oil temp sensor on the Rotax
is at one of the coolest locations in the oil path, just after the
cooler. We mounted another sensor in the oil reservoir inlet, which is
about the hottest location in the oil path, and found the temps to be 40
deg F higher than the factory sensor at cruise and 48 deg F higher in
the climb.
Given that the hotest temp is about 48 deg F higher than the indicated
temp, we felt that an indicated oil temp of about 170 deg F (in the
climb) was sufficient to get the moisture out of the oil.
regards,
Terry Seaver
A135 / N135TD
P.A.D.Clarke wrote:
>--> Europa-List message posted by: "P.A.D.Clarke" <paddyclarke@lineone.net>
>
>Hi All,
> I have an XS with a Rotax 912s and have been following the discussion
of 914 temperatures with interest, as I have the opposite problem. In
winter in the U.K. the cooling seems to be too efficient is the cruise, so I have
been experimenting with blanking off the coolers. My rotax Operators manual
gives the normal operating oil temp as between 90 & 110 deg C., so a target
to aim at would seem to be 100 deg C.. No normal operating C.H.T.s are given -
would 100 deg C. seem good for these as well?
> Trying to get up to these temps requires blocking off more than
half the coolers, and this then reduces the operating time on the ground and
on the climb before the temperatures rise uncomfortably high, even on the coldest
days. In view of this compromise, has anyone got any advice as to what minimum
oil temp and C.H.Ts it would be advisable to use in the cruise? I have seen
the oil temp down to 65 deg C. on a very cold day. Would it be wise to occasionally
go to climb power, to try to raise the temp, or would this cycling just
cause extra stress on the engine? Or would it help to fly faster ( or slower
! ) to try to increase the temps?.
> Ideally it would be best to have a manually operated door to cut
the air flow through the coolers in cruise. Has anyone out there developed
something like this for the XS ? - I know it's been done for the classic.
> All advice would be gratefully received,
> Cheers, Paddy Clarke
>
>
>
>
Message 12
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--> Europa-List message posted by: James Nelson <europajim@juno.com>
Paul,
I bought Aero Electric's volt / load meter which comes with a
shunt. You should, if possible, keep the "big" stuff outside in the
engine compartment. Remember ACS has just "people" working there and
many do not know anything about airplanes except they are "up there". I
find the volt / load (amp meter) very nice to interpret as I don't care
how many amps are going, just the percentage is fine. I have a dual
electrical system and have the volt/load system monitor what ever system
I have on line. Works fine (over 75 hours to date) :-)))))))))
Jim Nelson
N15JN
On Wed, 31 Mar 2004 10:27:39 +0100 Paul Stewart <europa@pstewart.f2s.com>
writes:
> --> Europa-List message posted by: Paul Stewart
> <europa@pstewart.f2s.com>
>
> All
>
> Trying to sort out an ammeter with a firewall shunt as suggested by
> Aero
> electric connection and indeed others on this forum. However the
> ammeter
> I ordered from ACS thinking it was what I required arrived saying
> -'No
> external shunt required' . Indeed when I spoke to ACS they appeared
> not
> to know what I was on about and could not supply a suitable
> instrument. Given that a suitable insrtument seems to be so rare am
> I
> barking up the wrong tree. Indeed should I not worry about bringing
> the
> battery feed to the bus via a panel mounted ammeter? Thoughts
> anyone.
>
> Regards
>
> Paul G-GIDY
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
Message 13
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| Subject: | Gear Retraction Dolly |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Paul,
Mal McLure used 2 female pipe receptacles reduxed onto the firewall, or was
it footwells, with small grommetted coverplates for the matching cowl
holes, that allowed a removeable set of legs to be inserted, the tail
raised and the maingear lifted, then retracted and set down as a
taildragger dolly. Seems to work for him really fine.
Reg
Tony Renshaw
At 08:01 PM 3/29/2004 -0800, you wrote:
>--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
>
>Hi all,
>
>Now that my Europa is out of its cradle and on its own legs retracting the
>gear is not as simple any more. I was wondering what the best practices are
>out there. My current thinking is to make up some saw horses with the top
>sloping equal to the wing dihedral and placing them right under the spars.
>Padded of course.
>
>Ideas anyone ? - Paul
>
>
Message 14
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| Subject: | Who's a/c is this???? |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Gidday,
Does anyone know who's a/c this is please, and a contact maybe. I think it
belongs to someone on the forum who kindly sent me the photo, but I
misplaced its owner.
http://forum.okhuijsen.org/viewtopic.php?t=53
Reg
Tony Renshaw
Sydney Australia
Classic 236 B.B. Taildragger (possibly convertible)
Tail, Wings, Ailerons, Flaps Complete and Connected
Lower Fuse in Jig, Tail Torque Tube installed
Mass Balance assembly installed and deflections sorted
Intended Engine: 912S CS prop (model undecided)
Instrumentation: Undecided
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