Today's Message Index:
----------------------
1. 01:35 AM - Re: Wiring query (R.C.Harrison)
2. 01:36 AM - Re: Europa "PayPal" to purchase small components (Paul Bunting)
3. 01:57 AM - Re: Flying report OSHKOSH (Simon Smith)
4. 01:57 AM - Fw: Loss (R.C.Harrison)
5. 01:58 AM - Re: Wiring query (Richard Holder)
6. 02:00 AM - Re: Wiring query (Simon Smith)
7. 02:07 AM - Re: Loss (R.C.Harrison)
8. 04:44 AM - Re: Wiring query (M.J. Gregory)
9. 06:48 AM - Re: Flying report OSHKOSH (Norbert.P.Hoffmann@t-online.de (Norbert P. Hoffmann))
10. 07:13 AM - Was Flying report OSHKOSH..Now is oil/water evapouation temps. (R.C.Harrison)
11. 07:15 AM - Re: Exhaust angle (David Buckley)
12. 07:15 AM - Re: plexiglas/perspex (David Buckley)
13. 07:46 AM - Re: Flying report OSHKOSH (nigel charles)
14. 09:10 AM - Undercarriage Lever Stay (DvdPar@aol.com)
15. 09:24 AM - Re: Flying report OSHKOSH (Terry Seaver)
16. 10:18 AM - Re: Was Flying report OSHKOSH..Now is oil/water evapouation temps. (Rob Housman)
17. 10:40 AM - Re: Was Flying report OSHKOSH..Now is oil/water evapouation temps. (Simon Smith)
18. 11:07 AM - Re: Mono trailer ()
19. 11:10 AM - Re: Was Flying report OSHKOSH..Now is oil/water evapouation temps. (Rob Housman)
20. 11:12 AM - Re: Was Flying report OSHKOSH..Now is oil/water evapouation temps. (Alan Burrows)
21. 11:33 AM - Re: Undercarriage Lever Stay (Chuck Popenoe)
22. 11:57 AM - Re: Mono trailer (Fergus Kyle)
23. 12:08 PM - Re: Aircraft Manual (Rocketman)
24. 12:14 PM - Thoughts on administration. (Simon Smith)
25. 01:10 PM - Re: Wiring query (Steven Pitt)
26. 01:51 PM - Re: Wiring query (Rob Housman)
27. 01:55 PM - Misfire (Richard Holder)
28. 02:45 PM - Re: Europa "PayPal" to purchase small components (Peter Grant)
29. 04:07 PM - Re: FW: Morning (Jim Puglise)
30. 04:56 PM - Re: Was Flying report OSHKOSH..Now is oil/water evapouation temps. (Paul Boulet)
31. 11:18 PM - Thoughts on Becker? (Ronald J. Parigoris)
Message 1
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| Subject: | Re: Wiring query |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! Simon.
I'm not qualified to make any specific recommendations but find myself
surprised to see that the replies to date don't raise question about the
isolator remaining energised.
My experience is that :-
a) left energised for long periods it can overheat.?
b) It will probably "pull" 1/2 amp continious to remain energised so you
will need a damn good battery to last between start ups.?
Regards
Bob Harrison G-PTAG
----- Original Message -----
From: "Simon Smith" <jodel@nildram.co.uk>
Subject: Europa-List: Wiring query
> --> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
>
>
> Hi all,
>
> I have virtually completed the wiring in accordance with the diagram on
> Page 25-11 issue 4 which I believe is the latest version. I am using a
> battery isolator and, after discussion with Andy, I have swapped the 30amp
> slow blow fuses on the battery feed and regulator feed to 25 amp CB's.
>
> I crossed my fingers and powered it up and fortunately everything seems to
> work. One thing that I have noticed though is that if the batt master CB
is
> pulled, power is removed from the aircraft but the isolator remains
> energised (which I think is correct according to the diagram). Does it
> matter that there is no fuse/cb protecting the isolator?
>
> Cheers
>
> Simon
> #504 G-BZTN
> 80% done 90% left to do!
>
>
Message 2
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| Subject: | Europa "PayPal" to purchase small components |
--> Europa-List message posted by: "Paul Bunting" <paul.bunting@developtheweb.com>
Hi Tony,
The only reasons I know of that people don't like to use PayPal on ebay
is the charge for withdrawing the money (roughly works out at 3% of
total amount). Some ebayers will add this to the end of auction price,
some don't and some simply don't use it. The other reason is the limit
on the amount (to prevent fraud etc) if you are a non-business user I
think it is around US$2000 per month, some major ebayers may exceed this
and not want to pay for the business account.
Regards,
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony
Renshaw
Subject: Europa-List: Europa "PayPal" to purchase small components
--> Europa-List message posted by: Tony Renshaw
--> <tonyrenshaw@optusnet.com.au>
Gidday,
I am going to purchase one of Alan Burrows fuel transfer devices and was
wondering if PayPal is the easy way to go. I haven't looked into it yet,
other than to note one fellow on e-Bay who would not accept PayPal
payments, reason unknown. So, is this a good way to get a small amount
of
money from one side of the world to the other?
Reg
Tony Renshaw
Sydney Australia
Classic 236 B.B. Taildragger
Tail, Wings, Ailerons, Flaps Complete and Connected
Lower Fuse in Jig, and module most recently installed.
Tail Torque Tube installed.
Mass Balance assembly installed and deflections sorted
Roof Panel between doors completed.
Photos at:
http://forum.okhuijsen.org/TonyR
Intended Engine: 912S CS prop (model undecided)
Instrumentation: Garmin 296 Colour GPS beneath an electronic Artificial
Horizon, one that I can trust for short periods IMC, to get out of a
sticky situation
==
direct advertising on the Matronics Forums.
==
==
==
Message 3
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| Subject: | Flying report OSHKOSH |
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
>The hottest I saw the H2O temperature on my engine monitor was 100C and the
oil never got
>that high. I attribute this to the cooling mods I have done to the intake
and exit air and the relocation of the oil cooler.
I thought that is was important that the oil temp did go above 100C / 212F
to boil off any water vapour in the oil.
Any thoughts?
Simon
advertising on the Matronics Forums.
Message 4
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--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! All.
Yes I believe he is, but don't expect any feed back from him.! At least My
message didn't get a reply.
Regards
Bob Harrison G-PTAG
----- Original Message -----
From: "JR (Bob) Gowing" <gowingjr@acr.net.au>
Subject: Re: Europa-List: Loss
> --> Europa-List message posted by: "JR (Bob) Gowing" <gowingjr@acr.net.au>
>
> Brian S.
>
> Jim McAvoy is the Aust Representative for Europa - jimca@ozemail.com.au
and
> is using Jabiru himself.
>
> J R (Bob) Gowing, UK Kit 327 finalising flap mechanism
> do not archive
>
> ----- Original Message -----
> From: <EuropaXSA276@aol.com>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Loss
>
>
> > --> Europa-List message posted by: EuropaXSA276@aol.com
> >
> > Tom. Where do we find information on this Jabaru FWF kit?
> >
> > Brian S
> > A276 Tri Gear. Texas
> > See my build photos at:
> > http://forum.okhuijsen.org/BrianS
> >
> >
>
>
Message 5
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| Subject: | Re: Wiring query |
--> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
> --> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
>
> Hi! Simon.
> I'm not qualified to make any specific recommendations but find myself
> surprised to see that the replies to date don't raise question about the
> isolator remaining energised.
> My experience is that :-
> a) left energised for long periods it can overheat.?
> b) It will probably "pull" 1/2 amp continious to remain energised so you
> will need a damn good battery to last between start ups.?
> Regards
> Bob Harrison G-PTAG
The whole point of the isolator is to ISOLATE !
So when the master switch is turned off the isolator should switch off. In
fact an isolator can take as much as 1 amp and with only 19 amps max
available I wouldn't and didn't use one.
I have used a "big red switch" in the main battery cable, which switches off
everything (including the starter) except the elevator trim which has its
own separate CB and runs direct from the battery.
The big red switch is as used on the inside and outside of rally cars and
has a removable "key" - a lump of red plastic. It should be mounted as close
to the battery as possible - mine is at the back of the centre console.
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, High Cross
PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
Message 6
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--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Thanks for the explanation.
Simon
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of M.J. Gregory
Subject: RE: Europa-List: Wiring query
--> Europa-List message posted by: "M.J. Gregory"
--> <m.j.gregory@talk21.com>
Simon,
A further point to note about Issue 4 of the circuit diagram is that the 30
amp slow blow fuses for both the battery and the alternator supply cable
protection are positioned on the firewall side as close as conveniently
possible to their power sources. This gives maximum protection to the
cables leading through to the cockpit and bus bars against the possibility
of a short circuit to ground causing them to smoke. If instead of these
fuses you have installed circuit breakers that are mounted on your panel,
then you must take particular care to ensure that you have good physical
protection for the cables leading up to them. This applies not just to your
initial installation, but to any subsequent maintenance or modification you
may do that might affect the integrity of these cables during the life of
the aircraft.
The wiring to engage the isolator is not given a fuse or circuit breaker to
protect it because it is on the ground side of the device. In contrast,
there is protection for the starter relay solenoid circuit because that is
supplying a positive to cause it to engage.
Regards
Mike
Europa Club Safety Officer
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
A common misconception is that fuses or circuit breakers protect devices.
Not so. The protection is for the wire, or more precisely, the insulation
on the wire. A given wire-insulation combination can carry a certain
maximum current for a specified maximum temperature increase, and circuit
protection devices are selected on this basis.
If in your example the wire is both short in length and physically protected
from contacting anything that could make a short circuit in the event the
insulation is compromised, protection in the form of a fuse or CB is not
required.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Simon Smith
Subject: Europa-List: Wiring query
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Hi all,
I have virtually completed the wiring in accordance with the diagram on
Page 25-11 issue 4 which I believe is the latest version. I am using a
battery isolator and, after discussion with Andy, I have swapped the 30amp
slow blow fuses on the battery feed and regulator feed to 25 amp CB's.
I crossed my fingers and powered it up and fortunately everything seems to
work. One thing that I have noticed though is that if the batt master CB is
pulled, power is removed from the aircraft but the isolator remains
energised (which I think is correct according to the diagram). Does it
matter that there is no fuse/cb protecting the isolator?
Cheers
Simon
#504 G-BZTN
80% done 90% left to do!
advertising on the Matronics Forums.
Message 7
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--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! Graham.
You make some valid points but the prop doesn't need to be in the
inefficient range if there is a CS prop or "wobbly" prop facility.
The warping heads problem has been addressed on new production but as ever
with air cooled it needs some exact continious observation, reliable
monitoring of all cylinders.
"Horses for courses" I believe is the phrase. I have quite a background of
experience but nevertheless wouldn't try extend it to any major Rotax strip
down needing the services of specialists. But I was quite happy doing the
Jabiru. (Back in the box Duncan I know what you are itching to say !)
Regards
Bob Harrison G-PTAG
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300.
----- Original Message -----
From: "Graham Singleton" <graham@gflight.f9.co.uk>
Subject: Europa-List: Loss
> --> Europa-List message posted by: Graham Singleton
<graham@gflight.f9.co.uk>
>
> At 23:56 10/08/2004 -0700, you wrote:
> >Loss
> >
> >--> Europa-List message posted by: <beecho@beecho.org>
> >
> >Hi Larry
> >All is not lost if Europa doesn't survive. You can get a Jabiru fwf
> >that is very complete. I am hoping it is also an improvement.. It
> >appears so to me.
> >Tom
>
> Tom
> not to me, I'm afraid. The Jab is an attractive option price and
simplicity
> wise but it will never be as efficient as a liquid cooled engine. The prop
> turns too fast for efficiency too. Worse, the cylinder heads have a
> reputation for warping unless installation is perfect.
> Graham
> (hope I'm wrong but ?)
>
>
Message 8
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--> Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
Steve,
Yes, physical protection includes everything necessary to prevent the
insulation being breached. This includes the routing of any slack in the
cables to allow you to remove the panel and disconnect the cables -- where
does the slack cable rest when the panel is refitted? Could it be pinched,
or chafe on anything?
Since you raise the subject of firewall penetration, I strongly commend Bob
Nuckolls' AeroElectric Connection and his website
http://www.aeroelectric.com. Look for the article on firewall penetration.
You may not wish to use quite as elaborate a form of protection as required
for certified aircraft, but he clearly recommends Firestop/Firesleeve to
withstand the full 2000 degrees F of a fuel fire. I suspect silicone
compound may not match this.
Just to clear up a further point from the comments following Simon's
original posting, the battery isolator solenoid circuit is indeed
permanently connected to the positive side of the battery, but it is not
'energised' until the ground connection is made by the master switch. I'm
sorry this was not clear from my previous response. On an aircraft this is
usually the only power (as opposed to avionics control, e.g. PTT) circuit
where the switch is on the ground side. Because the isolator is normally
located immediately adjacent to the battery, no electrical circuit
protection is needed, although good physical protection such as neoprene
covers should be provided on any terminals that are permanently live.
Regards
Mike
Europa Club Safety Officer
--> Europa-List message posted by: "Steven Pitt" <steven.pitt2@ntlworld.com>
Mike - when you say 'physical protection' are you talking about anti
chaffing or 'p' clip support? I have put both of my cbs in the panel but
have tried to anchor every 3-4''.
Where I breach the firewall I have put in a proper bulkhead seal which I
will fill with silicone once the panel is finally in.
Steve Pitt #403
> Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
>
> The wiring to engage the isolator is not given a fuse or circuit breaker
to protect it because it is on the ground side of the device. In contrast,
there is protection for the starter relay solenoid circuit because that is
supplying a positive to cause it to engage.
>
> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
>
> if the batt master CB is pulled, power is removed from the aircraft but
the isolator remains energised (which I think is correct according to the
diagram). Does it matter that there is no fuse/cb protecting the isolator?
Message 9
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| Subject: | Re: Flying report OSHKOSH |
--> Europa-List message posted by: Norbert.P.Hoffmann@t-online.de (Norbert P. Hoffmann)
Am Donnerstag, 12. August 2004 10:57 schrieb Simon Smith:
> I thought that is was important that the oil temp did go above 100C / 212F
> to boil off any water vapour in the oil.
>
> Any thoughts?
>
In a standard installation, the oil temp. sensor measures the oil temperature
>after< the cooler. The actual temperature is higher.
Norbert
D-EUPA
Message 10
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| Subject: | Was Flying report OSHKOSH..Now is oil/water evapouation temps. |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! Guys.
Sorry to "butt in" but itdoesn't have to boil to evaporate at operating
temps below boiling the engine crankase breather should loose lots of water
vapour.
However the oil will have been designed to be most effecient in lubrication
at the normal operating temps of greater than 100deg C.
(IMHO) Probably this is why my engine needed replacement piston rings at 452
hours with the oil temps hardly ever getting over 50-70 deg C
regaards
Bob Harrison. G-PTAG
----- Original Message -----
From: "Norbert P. Hoffmann" <Norbert.P.Hoffmann@t-online.de>
Subject: Re: Europa-List: Flying report OSHKOSH
> --> Europa-List message posted by: Norbert.P.Hoffmann@t-online.de (Norbert
P. Hoffmann)
>
> Am Donnerstag, 12. August 2004 10:57 schrieb Simon Smith:
>
> > I thought that is was important that the oil temp did go above 100C /
212F
> > to boil off any water vapour in the oil.
> >
> > Any thoughts?
> >
>
> In a standard installation, the oil temp. sensor measures the oil
temperature
> >after< the cooler. The actual temperature is higher.
>
> Norbert
> D-EUPA
Message 11
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--> Europa-List message posted by: "David Buckley" <davebuckley@zoom.co.uk>
Can you not just fit a tow hook and use in glider mode ? ;)
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Dave
Anderson
Subject: Europa-List: Exhaust angle
--> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
I would also like the exhaust to go straight back for drag reasons, but
the evolution of operating the airplane has led to its current angle -
quite down oriented. Ease of removing the lower cowl plus mainly keeping
exhaust fumes away from the cockpit and the wing are the main reasons
for the angle. I have thought of welding a section on the aft of the
exhaust to form a fairing shape, but in reality I would never see the
results in operation. Sometimes you just have to get the thing into the
air. It is way more fun to fly it with the draggy exhaust than it is to
stand there looking at it on the ground while pondering all the ways to
make it go 0.1 knot faster!
I am having withdrawal symptoms right now while waiting for the new carb
flanges to arrive!
Dave
A227 Mini U2
==
==
==
==
Message 12
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| Subject: | plexiglas/perspex |
--> Europa-List message posted by: "David Buckley" <davebuckley@zoom.co.uk>
I've been flying my Europa for five years with the significantly brown
tinted UK plexiglass.
Although I do fly at night and IRF a reasonable amount in other
aircraft, night IMC and IRF in homebuilt aircraft / kitplanes is not
permitted in the UK. I have however pushed right up to the limits on a
few occasions in the Europa. ;)
My thought on the matter are as follows:
At night one is actually flying IFR (even if visual) at one could enter
cloud at anytime. Therefore everything you have to see to conduct a safe
flight is lit, and an ATC and preferably a Radar service should be used
whenever possible (IMHO)
Balance that with the risk of fatigue from too much heat/light on a
sunny day in the Europa greenhouse - it gets very hot without a great
deal of sun-and probably more time spent flying under these conditions
than the former- hopefully. Even if light is cut to 25%, I believe you
should still be able to see nav lights at a respectable distance, and in
fact I would say a good exterior scan is more important.
Personally I would be happy to stick with the tint. I think the colour
choice is more critical so as not to blank the Red/ Green nav lights.
Just an opinion.
Regards
Dave
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred R.
Klein
Subject: Europa-List: plexiglas/perspex
--> Europa-List message posted by: "Fred R. Klein"
<fklein@orcasonline.com>
Hi All,
I'm missing my windshield and windows, and now that I have some time
before
the issue can be dealt with, I'm looking for some advice and counsel as
to
whether to go clear, bronze, or grey tint.
Uncertainty was in fact the reason I procrastinated on my order.
Though the bronze is certainly attractive, I'm concerned with regard to
its
desireability for night flying.
Looking around my local airport ramp, I find only clear windshields plus
the
occasional light blue/green tint in Bonanzas.
Any thoughts?
Fred
A194
==
==
==
==
Message 13
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| Subject: | Re: Flying report OSHKOSH |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
>I thought that is was important that the oil temp did go above 100C / 212F
to boil off any water vapour in the oil.<
Whilst that is obviously a way to ensure that all water is evapourated I
would be very surprised if all the water doesn't get evapourated with lower
temperatures over the length of the average flight. Perhaps if the aircraft
had been left for a long time in cool humid conditions it might need longer
or hotter temperatures. Water heated to 70-80degC will certainly give off
water vapour.
Nigel Charles
Message 14
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| Subject: | Undercarriage Lever Stay |
--> Europa-List message posted by: DvdPar@aol.com
I've lost my Alloy angle stay and will replace with new alloy angle. The Mod
drawings do not specify the dimensions of the stay, is it 3/4/ by 3/4 or 7/8
by 7/8???? Any body help? Thanks
Message 15
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| Subject: | Re: Flying report OSHKOSH |
--> Europa-List message posted by: Terry Seaver <terrys@cisco.com>
We had a similar concern, i.e. that the oil temp never got higher than
180 degF in the winter time. We found that the standard Rotax oil temp
sender location is in the coolest part of the system, just after the oil
cooler. We put another temp transducer at the inlet to the oil
reservoir, and found the oil temp there to be 48 degF hotter (in the
climb) than at the standard location. The temp was 40 degF hotter there
in cruise (75%, 5.3 gph). This is all on a mono-wheel XS with Rotax 912S.
regards,
Terry Seaver
Simon Smith wrote:
>--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
>
>
>
>
>>The hottest I saw the H2O temperature on my engine monitor was 100C and the
>>
>>
>oil never got
>
>
>>that high. I attribute this to the cooling mods I have done to the intake
>>
>>
>and exit air and the relocation of the oil cooler.
>
>I thought that is was important that the oil temp did go above 100C / 212F
>to boil off any water vapour in the oil.
>
>Any thoughts?
>
>Simon
>advertising on the Matronics Forums.
>
>
>
>
Message 16
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| Subject: | Was Flying report OSHKOSH..Now is oil/water evapouation |
temps.
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
An additional assist comes from altitude. The boiling point decreases with
altitude so, for example, at 6000 msl pure water boils at about 94 deg C, at
8000 msl 92 deg C, and at 10000 msl 90 deg C. Of course things are not that
simple either because the "antifreeze" added to the water raises the boiling
point at any given altitude, with the amount of boiling point elevation
depending on the concentration.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of R.C.Harrison
Subject: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! Guys.
Sorry to "butt in" but itdoesn't have to boil to evaporate at operating
temps below boiling the engine crankase breather should loose lots of water
vapour.
However the oil will have been designed to be most effecient in lubrication
at the normal operating temps of greater than 100deg C.
(IMHO) Probably this is why my engine needed replacement piston rings at 452
hours with the oil temps hardly ever getting over 50-70 deg C
regaards
Bob Harrison. G-PTAG
----- Original Message -----
From: "Norbert P. Hoffmann" <Norbert.P.Hoffmann@t-online.de>
Subject: Re: Europa-List: Flying report OSHKOSH
> --> Europa-List message posted by: Norbert.P.Hoffmann@t-online.de (Norbert
P. Hoffmann)
>
> Am Donnerstag, 12. August 2004 10:57 schrieb Simon Smith:
>
> > I thought that is was important that the oil temp did go above 100C /
212F
> > to boil off any water vapour in the oil.
> >
> > Any thoughts?
> >
>
> In a standard installation, the oil temp. sensor measures the oil
temperature
> >after< the cooler. The actual temperature is higher.
>
> Norbert
> D-EUPA
Message 17
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| Subject: | Was Flying report OSHKOSH..Now is oil/water evapouation |
temps.
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Why are you adding anti-freeze to your oil? :)
Simon
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rob Housman
Subject: RE: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
An additional assist comes from altitude. The boiling point decreases with
altitude so, for example, at 6000 msl pure water boils at about 94 deg C, at
8000 msl 92 deg C, and at 10000 msl 90 deg C. Of course things are not that
simple either because the "antifreeze" added to the water raises the boiling
point at any given altitude, with the amount of boiling point elevation
depending on the concentration.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of R.C.Harrison
Subject: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "R.C.Harrison"
--> <ptag.dev@ukonline.co.uk>
Hi! Guys.
Sorry to "butt in" but itdoesn't have to boil to evaporate at operating
temps below boiling the engine crankase breather should loose lots of water
vapour. However the oil will have been designed to be most effecient in
lubrication at the normal operating temps of greater than 100deg C.
(IMHO) Probably this is why my engine needed replacement piston rings at 452
hours with the oil temps hardly ever getting over 50-70 deg C regaards Bob
Harrison. G-PTAG
----- Original Message -----
From: "Norbert P. Hoffmann" <Norbert.P.Hoffmann@t-online.de>
Subject: Re: Europa-List: Flying report OSHKOSH
> --> Europa-List message posted by: Norbert.P.Hoffmann@t-online.de
> --> (Norbert
P. Hoffmann)
>
> Am Donnerstag, 12. August 2004 10:57 schrieb Simon Smith:
>
> > I thought that is was important that the oil temp did go above 100C
> > /
212F
> > to boil off any water vapour in the oil.
> >
> > Any thoughts?
> >
>
> In a standard installation, the oil temp. sensor measures the oil
temperature
> >after< the cooler. The actual temperature is higher.
>
> Norbert
> D-EUPA
advertising on the Matronics Forums.
Message 18
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|
--> Europa-List message posted by: <beecho@beecho.org>
Paul, I have not called the flakey guy as he does not appear to be
someone that I would want to send money to...
I have asked the forum for plans with no response... There are a number
of trailer makers around here as this is rather rural country with lots
of ranches, etc. Do you think you could copy the trailer sufficient
for someone to build them?
Tom
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
beecho@beecho.org
Subject: Europa-List: Mono trailer
--> Europa-List message posted by: <beecho@beecho.org>
Does anyone have plans for a monowheel trailer they would be willing to
share? I will have to have one custom built and there aren't any close
by to copy.
Tom Friedland A079 N96V
==
==
==
==
Message 19
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|
| Subject: | Was Flying report OSHKOSH..Now is oil/water evapouation |
temps.
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
No, no, not deliberately, but ONLY if the coolant manages to get into the
oil - I should have made that clear. Atmospheric moisture, as you clearly
understand, is quite pure, except here in the LA Basin, that is ;-)
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Simon Smith
Subject: RE: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Why are you adding anti-freeze to your oil? :)
Simon
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rob Housman
Subject: RE: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
An additional assist comes from altitude. The boiling point decreases with
altitude so, for example, at 6000 msl pure water boils at about 94 deg C, at
8000 msl 92 deg C, and at 10000 msl 90 deg C. Of course things are not that
simple either because the "antifreeze" added to the water raises the boiling
point at any given altitude, with the amount of boiling point elevation
depending on the concentration.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of R.C.Harrison
Subject: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "R.C.Harrison"
--> <ptag.dev@ukonline.co.uk>
Hi! Guys.
Sorry to "butt in" but itdoesn't have to boil to evaporate at operating
temps below boiling the engine crankase breather should loose lots of water
vapour. However the oil will have been designed to be most effecient in
lubrication at the normal operating temps of greater than 100deg C.
(IMHO) Probably this is why my engine needed replacement piston rings at 452
hours with the oil temps hardly ever getting over 50-70 deg C regaards Bob
Harrison. G-PTAG
----- Original Message -----
From: "Norbert P. Hoffmann" <Norbert.P.Hoffmann@t-online.de>
Subject: Re: Europa-List: Flying report OSHKOSH
> --> Europa-List message posted by: Norbert.P.Hoffmann@t-online.de
> --> (Norbert
P. Hoffmann)
>
> Am Donnerstag, 12. August 2004 10:57 schrieb Simon Smith:
>
> > I thought that is was important that the oil temp did go above 100C
> > /
212F
> > to boil off any water vapour in the oil.
> >
> > Any thoughts?
> >
>
> In a standard installation, the oil temp. sensor measures the oil
temperature
> >after< the cooler. The actual temperature is higher.
>
> Norbert
> D-EUPA
advertising on the Matronics Forums.
Message 20
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|
| Subject: | Was Flying report OSHKOSH..Now is oil/water evapouation |
temps.
--> Europa-List message posted by: "Alan Burrows" <alan@kestrel-insurance.com>
Obviously it's a "cool" plane :-)
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Simon Smith
Subject: RE: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Why are you adding anti-freeze to your oil? :)
Simon
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rob Housman
Subject: RE: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
An additional assist comes from altitude. The boiling point decreases
with altitude so, for example, at 6000 msl pure water boils at about 94
deg C, at 8000 msl 92 deg C, and at 10000 msl 90 deg C. Of course
things are not that simple either because the "antifreeze" added to the
water raises the boiling point at any given altitude, with the amount of
boiling point elevation depending on the concentration.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of R.C.Harrison
Subject: Europa-List: Was Flying report OSHKOSH..Now is oil/water
evapouation temps.
--> Europa-List message posted by: "R.C.Harrison"
--> <ptag.dev@ukonline.co.uk>
Hi! Guys.
Sorry to "butt in" but itdoesn't have to boil to evaporate at operating
temps below boiling the engine crankase breather should loose lots of
water vapour. However the oil will have been designed to be most
effecient in lubrication at the normal operating temps of greater than
100deg C.
(IMHO) Probably this is why my engine needed replacement piston rings at
452 hours with the oil temps hardly ever getting over 50-70 deg C
regaards Bob Harrison. G-PTAG
----- Original Message -----
From: "Norbert P. Hoffmann" <Norbert.P.Hoffmann@t-online.de>
Subject: Re: Europa-List: Flying report OSHKOSH
> --> Europa-List message posted by: Norbert.P.Hoffmann@t-online.de
> --> (Norbert
P. Hoffmann)
>
> Am Donnerstag, 12. August 2004 10:57 schrieb Simon Smith:
>
> > I thought that is was important that the oil temp did go above 100C
> > /
212F
> > to boil off any water vapour in the oil.
> >
> > Any thoughts?
> >
>
> In a standard installation, the oil temp. sensor measures the oil
temperature
> >after< the cooler. The actual temperature is higher.
>
> Norbert
> D-EUPA
advertising on the Matronics Forums.
==
direct advertising on the Matronics Forums.
==
==
==
Message 21
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|
| Subject: | Undercarriage Lever Stay |
--> Europa-List message posted by: "Chuck Popenoe" <cpops@verizon.net>
I made mine out of 3/4 angle, and cut down the athwartship leg to about 1/2"
Pops A036
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of DvdPar@aol.com
Subject: Europa-List: Undercarriage Lever Stay
--> Europa-List message posted by: DvdPar@aol.com
I've lost my Alloy angle stay and will replace with new alloy angle. The
Mod
drawings do not specify the dimensions of the stay, is it 3/4/ by 3/4 or 7/8
by 7/8???? Any body help? Thanks
advertising on the Matronics Forums.
Message 22
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|
| Subject: | Re: Mono trailer |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Tom,
I have a monowheel trailer straight from UK, but there are no
plans with it; just an assembly diagram with parts numbers. I could measure
some distances for you but don't know the metal dimensions too well and
local regs might render them insufficient.
Someone else might do a better reply........
Cheers, Ferg
----- Original Message -----
From: <beecho@beecho.org>
Subject: RE: Europa-List: Mono trailer
| --> Europa-List message posted by: <beecho@beecho.org>
|
| Paul, I have not called the flakey guy as he does not appear to be
| someone that I would want to send money to...
| I have asked the forum for plans with no response... There are a number
| of trailer makers around here as this is rather rural country with lots
| of ranches, etc. Do you think you could copy the trailer sufficient
| for someone to build them?
| Tom
|
| -----Original Message-----
| From: owner-europa-list-server@matronics.com
| [mailto:owner-europa-list-server@matronics.com] On Behalf Of
| beecho@beecho.org
| To: Europa Forum
| Subject: Europa-List: Mono trailer
|
| --> Europa-List message posted by: <beecho@beecho.org>
|
| Does anyone have plans for a monowheel trailer they would be willing to
| share? I will have to have one custom built and there aren't any close
| by to copy.
|
| Tom Friedland A079 N96V
|
|
| ==
| ==
| ==
| ==
|
|
|
|
|
|
|
Message 23
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|
| Subject: | Re: Aircraft Manual |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
Joseph J. Like wrote:
>--> Europa-List message posted by: "Joseph J. Like" <n952jl@cox.net>
>
>Rob,
>I would love to have a pdf version of the POH. I'm kit A086. I
>purchased by stage one from someone who had a change of life and could
>not start the project. That was five years ago. Stage two and three
>were purchased from lakeland.
>
>My XS kit did not come with a POH as they were not written at that
>time. I know I'm building a Mono instead of a Tri but I would love to
>have a copy anyway.
>
>Joseph J. Like
>A086
>joelike@cox.net
>N952JL@cox.net
>
>
>
Joseph,
My Europa came with a mono POH. I'm building a Tri gear, so have no
need for it, except for the cover. I'd be happy to send it to you, if
you'd like. Contact me, off list and provide your shipping info.
--
Jeff - A055
http://www.n55xs.com
Message 24
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|
| Subject: | Thoughts on administration. |
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Hi all,
Just a thought on the subject of the Administrators banking cheques that
were being held by EMIL.
I know that it is an offence to trade when insolvent and I suppose that, by
not banking cheques for goods that they could not supply, they were not
committing an offence.
Surely, by the same logic, the administrators by banking the cheques have
committed the same offence, unless of course they are going to supply the
ordered goods!
Any thoughts from any of our legal eagles out there?
Simon
Do not archive
Message 25
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|
| Subject: | Re: Wiring query |
--> Europa-List message posted by: "Steven Pitt" <steven.pitt2@ntlworld.com>
So what have other Europa owners done about wires thro the firewall. Bob
Nuckolls article is very interesting although he is looking at metal
aircraft (no doubt the same philosophy applies to the phenolic firewall in
the Europa). Is the suggestion that 'firestop' putty is used and if so where
do you get it from.
Does the same idea apply where you use a bolt thro the wall - should this be
caulked in with putty? I was guided to put a threaded bar thro the firewall
for the positive and negative feeds (my battery is in the back) but no
mention was made of fire precautions.
As ever one question shows how large the knowledge gap is!!!!
Steve Pitt #403
----- Original Message -----
From: "M.J. Gregory" <m.j.gregory@talk21.com>
Subject: RE: Europa-List: Wiring query
> --> Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
>
> Steve,
>
> Yes, physical protection includes everything necessary to prevent the
> insulation being breached. This includes the routing of any slack in the
> cables to allow you to remove the panel and disconnect the cables -- where
> does the slack cable rest when the panel is refitted? Could it be
pinched,
> or chafe on anything?
>
> Since you raise the subject of firewall penetration, I strongly commend
Bob
> Nuckolls' AeroElectric Connection and his website
> http://www.aeroelectric.com. Look for the article on firewall
penetration.
> You may not wish to use quite as elaborate a form of protection as
required
> for certified aircraft, but he clearly recommends Firestop/Firesleeve to
> withstand the full 2000 degrees F of a fuel fire. I suspect silicone
> compound may not match this.
>
> Just to clear up a further point from the comments following Simon's
> original posting, the battery isolator solenoid circuit is indeed
> permanently connected to the positive side of the battery, but it is not
> 'energised' until the ground connection is made by the master switch. I'm
> sorry this was not clear from my previous response. On an aircraft this
is
> usually the only power (as opposed to avionics control, e.g. PTT) circuit
> where the switch is on the ground side. Because the isolator is normally
> located immediately adjacent to the battery, no electrical circuit
> protection is needed, although good physical protection such as neoprene
> covers should be provided on any terminals that are permanently live.
>
> Regards
>
> Mike
> Europa Club Safety Officer
> --> Europa-List message posted by: "Steven Pitt"
<steven.pitt2@ntlworld.com>
>
> Mike - when you say 'physical protection' are you talking about anti
> chaffing or 'p' clip support? I have put both of my cbs in the panel but
> have tried to anchor every 3-4''.
> Where I breach the firewall I have put in a proper bulkhead seal which I
> will fill with silicone once the panel is finally in.
> Steve Pitt #403
>
> > Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
> >
> > The wiring to engage the isolator is not given a fuse or circuit breaker
> to protect it because it is on the ground side of the device. In
contrast,
> there is protection for the starter relay solenoid circuit because that is
> supplying a positive to cause it to engage.
> >
> > Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
> >
> > if the batt master CB is pulled, power is removed from the aircraft but
> the isolator remains energised (which I think is correct according to the
> diagram). Does it matter that there is no fuse/cb protecting the
isolator?
>
>
Message 26
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|
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
First for the easy part. Bolts through the firewall, especially when a
washer is used on both sides of the firewall so there is a tight seal, will
not allow any flame to penetrate. I consider this good practice.
My preference was to use 'Lectric Bob's stainless steel tube scheme to carry
the electrical wires through the firewall, with putty to provide a seal. In
order to do this with the Rotax 914 (with large connectors, not easily
removed, on some of the cables) I had to cut the tubing lengthwise to
provide clearance, and them put it back together with stainless steel hose
clamps. Not elegant but effective. My variation on this theme uses off the
shelf grab bars (those used in handicapped-accessible restrooms throughout
the US) which are conveniently provided with welded flanges that facilitate
mounting to the firewall for the stainless steel tubing. See catalog number
2823K32 at http://www.mcmaster.com. Note that this item has a flanged elbow
at each end and that in order to allow for the kerf in the longitudinal cut,
and reassembly to a round tube, both elbows are used with the kerf loss just
slightly offset from the centerline.
Choke and throttle cables can be sealed with any of the "Cable Safe"
fittings from Aircraft Spruce and others. These fittings also keep the
cable sheaths from moving fore and aft.
Of course all this concern for maintaining the integrity of the firewall
seems a bit inconsistent with the monstrous holes required to allow the
rudder cables to pass through that abominable stainless steel firewall
assembly at the forward end of the tunnel. OK, so I exaggerate a bit (not
the abominable part), but I'd wager that any flames forward of the firewall
will manage to toast your toes through those gaps. I have not been able to
come up with anything better, unfortunately. I hope someone has and tells
us about it.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Steven Pitt
Subject: Re: Europa-List: Wiring query
--> Europa-List message posted by: "Steven Pitt" <steven.pitt2@ntlworld.com>
So what have other Europa owners done about wires thro the firewall. Bob
Nuckolls article is very interesting although he is looking at metal
aircraft (no doubt the same philosophy applies to the phenolic firewall in
the Europa). Is the suggestion that 'firestop' putty is used and if so where
do you get it from.
Does the same idea apply where you use a bolt thro the wall - should this be
caulked in with putty? I was guided to put a threaded bar thro the firewall
for the positive and negative feeds (my battery is in the back) but no
mention was made of fire precautions.
As ever one question shows how large the knowledge gap is!!!!
Steve Pitt #403
----- Original Message -----
From: "M.J. Gregory" <m.j.gregory@talk21.com>
Subject: RE: Europa-List: Wiring query
> --> Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
>
> Steve,
>
> Yes, physical protection includes everything necessary to prevent the
> insulation being breached. This includes the routing of any slack in the
> cables to allow you to remove the panel and disconnect the cables -- where
> does the slack cable rest when the panel is refitted? Could it be
pinched,
> or chafe on anything?
>
> Since you raise the subject of firewall penetration, I strongly commend
Bob
> Nuckolls' AeroElectric Connection and his website
> http://www.aeroelectric.com. Look for the article on firewall
penetration.
> You may not wish to use quite as elaborate a form of protection as
required
> for certified aircraft, but he clearly recommends Firestop/Firesleeve to
> withstand the full 2000 degrees F of a fuel fire. I suspect silicone
> compound may not match this.
>
> Just to clear up a further point from the comments following Simon's
> original posting, the battery isolator solenoid circuit is indeed
> permanently connected to the positive side of the battery, but it is not
> 'energised' until the ground connection is made by the master switch. I'm
> sorry this was not clear from my previous response. On an aircraft this
is
> usually the only power (as opposed to avionics control, e.g. PTT) circuit
> where the switch is on the ground side. Because the isolator is normally
> located immediately adjacent to the battery, no electrical circuit
> protection is needed, although good physical protection such as neoprene
> covers should be provided on any terminals that are permanently live.
>
> Regards
>
> Mike
> Europa Club Safety Officer
> --> Europa-List message posted by: "Steven Pitt"
<steven.pitt2@ntlworld.com>
>
> Mike - when you say 'physical protection' are you talking about anti
> chaffing or 'p' clip support? I have put both of my cbs in the panel but
> have tried to anchor every 3-4''.
> Where I breach the firewall I have put in a proper bulkhead seal which I
> will fill with silicone once the panel is finally in.
> Steve Pitt #403
>
> > Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
> >
> > The wiring to engage the isolator is not given a fuse or circuit breaker
> to protect it because it is on the ground side of the device. In
contrast,
> there is protection for the starter relay solenoid circuit because that is
> supplying a positive to cause it to engage.
> >
> > Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
> >
> > if the batt master CB is pulled, power is removed from the aircraft but
> the isolator remains energised (which I think is correct according to the
> diagram). Does it matter that there is no fuse/cb protecting the
isolator?
>
>
Message 27
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--> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
Well team, after 12 or more hours misfire-free I feel confident enough to
announce that I have (finally) found my misfire. It was not the throttle
linkages or the throttle box.
When my co-builder (now deceased) Nigel put the fuel pipes in for the carbs
he used the #2 fuel pipe from Europa, rubber with a stainless steel
braiding. He connected pipe to the carb banjos and ran the pipe under the
carb to the standard t-pieces mounted on the engine mounting cross member.
He insulated the pipe with "air conditioning" type insulation (a better
quality than "central heating" insulation.
The pipe (with insulation) ran approximately 1 1/2 inches from the exhaust
manifold.
During our very hot summer last year (100 degrees !) the insulation "melted"
on this most critical piece of the fuel pipe - nearest to the exhaust
manifold [on the starboard side where the air has more restrictions to its
flow because of the oil dry sump tank]
This heated the stainless steel which promptly conducted the heat up
UNDERNEATH the insulation, so negating the insulation !
In the climb the fuel was flowing quickly enough to avoid any vapourization
problems, but when I buttoned off in the cruise at the top of the climb -
lower fuel flow - vapourization - misfire; which would normally go away (as
things cooled down).
So each change last autumn/winter which seemed to improve/fix it was just
the cooler weather. It was fine in Feb and Mar and came back in April when
the temps went up.
The pipe has now been changed to the #3 pipe (which is rubber with an
insert, no braiding) (#1 pipe had blue cotton braiding) and the pipe goes
OVER the carb. I have no insulation on it and I have had no trouble
whatsoever in temps up to 27 Celsius since.
I feel pretty stupid about all my previous "fixes" but I am positive now
that I have really done it. There was an obvious bit of melted insulation
near the exhaust manifold which was hidden and only some lateral thinking
and a grope under there brought it to light.
I am planning replacement of all the s/s braided pipe and some blue braided
pipe with the #3 pipe. Unfortunately I don't have enough and my recent (last
6 weeks) orders to EMIL have not produced any pipe, for the obvious reasons
:-( I only asked for them to contact me for my cc number and didn't send
them a cheque. So my priority will be to replace the blue braided stuff in
the tunnel as it is very petrol-smelly whenever I open up after a night in
the hanger. There is no smell in use, ground or in the air.
Of course this might all be another optimistic failure, but as I say I have
done 12 hours at least with it in the current state.
One day I will get to a fly-in, I have much more confidence in it now !
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, High Cross
PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
Message 28
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| Subject: | Europa "PayPal" to purchase small components |
--> Europa-List message posted by: "Peter Grant" <peter@us-eurolink.co.uk>
If it's any help, I use it all the time and it works very well. If you buy
and sell on eBay you'll often find that you don't need to withdraw money,
just use it to pay for other things!
Regards
Peter Grant
+++++++++++++++++++++++++++++++++++++++
10 The Sidings, Horncastle LN9 5UA
Tel: 01507 523180 Fax: 01507 525888 Mobile: 07774 923160
+++++++++++++++++++++++++++++++++++++++
G-OGAN Europa TriGear Build No: 100
Rebuilt after serious prang with long XS wings and Airmaster VP prop. Rotax
912S. 150 hours.
This email is intended for the sole use of
the addressee. If you have received this email in error, please contact the
sender and delete the message. Sorry, no liability for misuse of this email
however caused. Outgoing emails are automatically checked by Norton
Anti-Virus.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Paul Bunting
Subject: RE: Europa-List: Europa "PayPal" to purchase small components
--> Europa-List message posted by: "Paul Bunting"
<paul.bunting@developtheweb.com>
Hi Tony,
The only reasons I know of that people don't like to use PayPal on ebay
is the charge for withdrawing the money (roughly works out at 3% of
total amount). Some ebayers will add this to the end of auction price,
some don't and some simply don't use it. The other reason is the limit
on the amount (to prevent fraud etc) if you are a non-business user I
think it is around US$2000 per month, some major ebayers may exceed this
and not want to pay for the business account.
Regards,
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony
Renshaw
Subject: Europa-List: Europa "PayPal" to purchase small components
--> Europa-List message posted by: Tony Renshaw
--> <tonyrenshaw@optusnet.com.au>
Gidday,
I am going to purchase one of Alan Burrows fuel transfer devices and was
wondering if PayPal is the easy way to go. I haven't looked into it yet,
other than to note one fellow on e-Bay who would not accept PayPal
payments, reason unknown. So, is this a good way to get a small amount
of
money from one side of the world to the other?
Reg
Tony Renshaw
Sydney Australia
Classic 236 B.B. Taildragger
Tail, Wings, Ailerons, Flaps Complete and Connected
Lower Fuse in Jig, and module most recently installed.
Tail Torque Tube installed.
Mass Balance assembly installed and deflections sorted
Roof Panel between doors completed.
Photos at:
http://forum.okhuijsen.org/TonyR
Intended Engine: 912S CS prop (model undecided)
Instrumentation: Garmin 296 Colour GPS beneath an electronic Artificial
Horizon, one that I can trust for short periods IMC, to get out of a
sticky situation
==
direct advertising on the Matronics Forums.
==
==
==
Message 29
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--> Europa-List message posted by: "Jim Puglise" <jimpuglise@comcast.net>
Alan-
Hope you don't see a parallel to Europa!
Jim-A283
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Alan Burrows
Subject: Europa-List: FW: Morning
--> Europa-List message posted by: "Alan Burrows"
<alan@kestrel-insurance.com>
Hope you all had a good weekend even the one's that didn't make it to
the I.O.M.!!
Any comments ?
THE TEN-SECOND FUNNY: MORE DEAD HORSES
Well, someone's come up with a variant on that supposed old 'Dakota
tribal wisdom' email about what to do when you find you are riding a
dead horse. Here it is:
"The tribal wisdom of the Dakota Indians, passed down from generation to
generation, says that when you discover that you are riding a dead
horse, the best strategy is to dismount. In many organizations, however,
a whole range of far more advanced strategies are often employed, such
as:
1. Change riders
2. Buy a stronger whip
3. Do nothing: "This is the way we have always ridden dead horses" 4.
Visit other companies or countries to see how they ride dead horses 5.
Perform a productivity study to see if lighter riders improve the dead
horse's performance 6. Outsource: Hire a contractor to ride the dead
horse
7. Harness several dead horses together in an attempt to increase the
speed 8. Provide additional funding and/or training to increase the dead
horse's performance 9. Appoint a committee to study the horse and assess
how dead it actually is 10. Re-classify the dead horse as
"living-impaired" 11. Develop a Strategic Plan for the management of
dead horses
12. Rewrite the expected performance requirements for all horses 13.
Modify existing standards to include dead horses 14. Declare that, as
the dead horse does not have to be fed, it is less costly, carries lower
overheads, and therefore contributes substantially more to the bottom
line than many other horses 15. Promote the dead horse to a supervisory
position."
Message 30
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| Subject: | Was Flying report OSHKOSH..Now is oil/water evapouation |
temps.
--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
you guys kill me
paul boulet n914pb
do not archive
--- Alan Burrows <alan@kestrel-insurance.com> wrote:
> --> Europa-List message posted by: "Alan Burrows"
> <alan@kestrel-insurance.com>
>
> Obviously it's a "cool" plane :-)
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On
> Behalf Of Simon Smith
> To: europa-list@matronics.com
> Subject: RE: Europa-List: Was Flying report
> OSHKOSH..Now is oil/water
> evapouation temps.
>
>
> --> Europa-List message posted by: "Simon Smith"
> <jodel@nildram.co.uk>
>
> Why are you adding anti-freeze to your oil? :)
>
> Simon
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On
> Behalf Of Rob Housman
> To: europa-list@matronics.com
> Subject: RE: Europa-List: Was Flying report
> OSHKOSH..Now is oil/water
> evapouation temps.
>
>
> --> Europa-List message posted by: "Rob Housman"
> <RobH@hyperion-ef.com>
>
> An additional assist comes from altitude. The
> boiling point decreases
> with altitude so, for example, at 6000 msl pure
> water boils at about 94
> deg C, at 8000 msl 92 deg C, and at 10000 msl 90 deg
> C. Of course
> things are not that simple either because the
> "antifreeze" added to the
> water raises the boiling point at any given
> altitude, with the amount of
> boiling point elevation depending on the
> concentration.
>
>
> Best regards,
>
> Rob Housman
> Europa XS Tri-Gear A070
> Airframe complete
> Irvine, CA
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com]On
> Behalf Of R.C.Harrison
> To: europa-list@matronics.com
> Subject: Europa-List: Was Flying report OSHKOSH..Now
> is oil/water
> evapouation temps.
>
> --> Europa-List message posted by: "R.C.Harrison"
> --> <ptag.dev@ukonline.co.uk>
>
> Hi! Guys.
> Sorry to "butt in" but itdoesn't have to boil to
> evaporate at operating
> temps below boiling the engine crankase breather
> should loose lots of
> water vapour. However the oil will have been
> designed to be most
> effecient in lubrication at the normal operating
> temps of greater than
> 100deg C.
> (IMHO) Probably this is why my engine needed
> replacement piston rings at
> 452 hours with the oil temps hardly ever getting
> over 50-70 deg C
> regaards Bob Harrison. G-PTAG
> ----- Original Message -----
> From: "Norbert P. Hoffmann"
> <Norbert.P.Hoffmann@t-online.de>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Flying report OSHKOSH
>
>
> > --> Europa-List message posted by:
> Norbert.P.Hoffmann@t-online.de
> > --> (Norbert
> P. Hoffmann)
> >
> > Am Donnerstag, 12. August 2004 10:57 schrieb Simon
> Smith:
> >
> > > I thought that is was important that the oil
> temp did go above 100C
> > > /
> 212F
> > > to boil off any water vapour in the oil.
> > >
> > > Any thoughts?
> > >
> >
> > In a standard installation, the oil temp. sensor
> measures the oil
> temperature
> > >after< the cooler. The actual temperature is
> higher.
> >
> > Norbert
> > D-EUPA
>
>
> advertising on the Matronics Forums.
>
>
> ==
> direct advertising on the Matronics Forums.
> ==
> ==
> ==
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Europa-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
Message 31
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| Subject: | Thoughts on Becker? |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Any Thoughts on Becker AR4201 Transceiver and ATC 4401 (175W) Transponder?
thx.
ron parigoris
A-265
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