Today's Message Index:
----------------------
1. 02:17 AM - Monowheel fuel line routing? (Graham Singleton)
2. 02:27 AM - Re: 912S Resonance / Vibration (nigel charles)
3. 02:55 AM - Converting Caravans to Covered Trailers (Brian and Pat Tarmar)
4. 03:09 AM - Re: 912S Resonance / Vibration (Duncan McFadyean)
5. 03:25 AM - 914 for sale (owner-europa-list-server@matronics.com)
6. 04:52 AM - Re: 914 for sale (UVTReith@aol.com)
7. 04:57 AM - Re: 914 for sale (UVTReith@aol.com)
8. 09:08 AM - Mass Balance Arms again (David Simenauer)
9. 09:40 AM - Re: Mass Balance Arms again (SPurpura@aol.com)
10. 10:21 AM - Re: Mass Balance Arms again (Gerry Holland)
11. 10:30 AM - Re: Finger brakes (Europa Aircraft)
12. 10:39 AM - Re: 914 for sale (UVTReith@aol.com)
13. 11:45 AM - Re: 912S Resonance / Vibration (James Nelson)
14. 12:24 PM - Monowheel fuel line routing? (Graham Singleton)
15. 02:00 PM - Re: 912S Resonance / Vibration (Tony Bale)
16. 03:08 PM - Re: Mass Balance Arms again (EuropaXSA276@aol.com)
17. 04:42 PM - Graphics shop (Paul McAllister)
18. 04:49 PM - Will this idea work ? (Paul McAllister)
19. 05:37 PM - Re: Monowheel fuel line routing? (DuaneFamly@aol.com)
20. 05:46 PM - Re: Monowheel fuel line routing? (KARL HEINDL)
21. 06:37 PM - Re: Will this idea work ? (Rob Housman)
22. 07:16 PM - Re: Monowheel fuel line routing? (Alex Kaarsberg)
23. 07:28 PM - Re: Finger brakes (Rocketman)
24. 07:30 PM - Re: Mass Balance Arms again (Rocketman)
25. 07:34 PM - Re: Monowheel fuel line routing? (Rocketman)
26. 07:36 PM - Brake lines - Parking brake valve (Rocketman)
27. 07:56 PM - Monowheel fuel line routing (Fred R. Klein)
28. 09:02 PM - Re: Monowheel fuel line routing (Kingsley Hurst)
29. 11:27 PM - Re: Brake lines - Parking brake valve (Gerry Holland)
Message 1
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| Subject: | Monowheel fuel line routing? |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 21/08/2004 -0700, you wrote:
>--> Europa-List message posted by: "Ronald J. Parigoris"
><rparigor@suffolk.lib.ny.us>
>
>How do you route Rotax 914 supply and return fuel lines on a monowheel from
>near selector valve to motor?
>
>Right side, left side, top?
>
>I have a few year old engine installation manual and it calls for steel
>braided fuel line to be used in tunnel. Has the recommendation for steel braid
>now replaced with Fuel Injector Hose?
Ron
I always prefer to run the main supply up the4 tunnel, top RH side, solid
aluminum for reliability, (the NG kit has aluminum lines, but only one has
gone out so far)
The return line is best down the RH side, into the breather tank fitting.
I'll send you one or two piks of forum.
Graham
Message 2
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| Subject: | Re: 912S Resonance / Vibration |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
>PS, I think CKT will be releasing an exhaust mod to prevent the manifold
pipe (left rear) cracking some people have experienced. Also they were
unaware of the tail pipe falling off some owners have experienced, they are
developing a better clamping device.<
CKT have sent me a pattern manifold pipe to check the fit on my Europa. Once
we have a good fit they will modify the jig for other Classic Europas. This
probelm does not affect XS Europas.
Nigel Charles
Message 3
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| Subject: | Converting Caravans to Covered Trailers |
--> Europa-List message posted by: "Brian and Pat Tarmar" <freefolk@screaming.net>
I seem to recall reading that someone in the UK had converted an old large touring
caravan to accommodate a trigear Europa. Can anyone out there help with information,
or was I just imagining it?!
Brian Tarmar
Classic Trigear 055
Painting and fitting Grand Rapids EFIS/EIS
Message 4
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| Subject: | Re: 912S Resonance / Vibration |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
It has to resonate somewhere!
But it may not necessarily be the engine itself. The engine mount/engine
will have a particular resonant frequency as will anything else hung off it
e.g. the exhaust system.
However, your resonance is so tightly focussed around 3250 as to suggest
that it could be a compounded effect eg a more general resonance that causes
a problem in one of the systems (eg carb vibration and shortlived
overfilling of the float bowl).
I have the same set-up on my Rotax as yours. There is a slight
roughness/unhappiness between 4200 and 4500, which is only detectable when
the prop and everything else is well balanced, but enough to want to avoid
that speed range in cruise.I suspect this particular vibration is a
propeller/gearbox interaction.
Balancing the carbs throughout the speed range is impossible on many
Rotaxes, due to a combination of tolerance differences including the length
and mounting of the throttle arms on the carbs. Best therefore to balance at
cruise engine speeds and not worry about other speeds.
Duncan Mcf
----- Original Message -----
From: "Tony Bale" <tony.bale@virgin.net>
Subject: Europa-List: 912S Resonance / Vibration
> --> Europa-List message posted by: "Tony Bale" <tony.bale@virgin.net>
>
> Folks,
> We have just completed the first 2 1/2 hrs of ground engine
running (912S Warpdrive @ 21deg XS mono) apart from a couple of starting
problems which we think are fuel related, the only issue which we are
concerned about is a vibration / resonance at 3200 - 3300 RPM.
> Could find nothing loose, re-torqued the blades and had a good poke and
push around with all the bits and pieces, anyone any ideas / experience ? We
have spent considerable effort in reducing throttle cable drag and balancing
the carbs.
> The rev band the resonance occurs at is very specific, and goes as quickly
as it starts, very consistent and repeatable, however the engine is smooth
at all other speeds.
>
> I must say being a spam can pilot I was very impressed (not to mention
releaved) at how controllable the aircraft was on the ground in some cross
winds and up to high taxi speeds on grass
>
> Yours with blurrrrrred vision
>
>
> Tony.
>
>
> PS, I think CKT will be releasing an exhaust mod to prevent the manifold
pipe (left rear) cracking some people have experienced. Also they were
unaware of the tail pipe falling off some owners have experienced, they are
developing a better clamping device.
>
>
Message 5
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--> Europa-List message posted by:
From: UVTReith@aol.com
Subject: Re: Europa-List: 914 for sale
--> Europa-List message posted by: UVTReith@aol.com
In einer eMail vom 19.08.2004 20:48:05 Westeurop=E4ische Sommerzeit schreibt
owner-europa-list-server@matronics.com:
Bruno,
Before flying my Europa, I owned a Robin DR380. I put 800 hours on it in 10 years
(and I sold it for 40 % more than the purchase price). The only maintenance
I did on the Lycoming engine was changing the oil, clean the oil screen and fuel
filter, clean and replace spark plugs, check mag timing, replace the fuel
and oil hoses twice. Thats all. Not so with the 914.
To provide the necessary reliability and low maintenance, an aircraft engine must
be as simple as possible. That is :
air cooled (no pump, no coolant, no hoses, no leaks. Do you know that the Rotax
has 11 water hoses and 22 hose clamps ?)
wet sump. The oil must be in the engine not in a separate tank. Less hoses = less
connections = less leaks/less risk. The turbo Rotax has 4 flexible oil hoses
and 2 rigid oil lines . That is another 8 clamps and 4 banjo connectors.
A single carburettor (or fuel injector) with in flight adjustable mixture. The
carb must be rigidly bolted to the engine, not clamped to a rubber flange which
is likely to break or get loose, especially when under the turbo pressure. There
must be a provision for draining the carb bowl without removal. (5 minutes
on a Lycoming, one day on a 914 , or one week if you do not have the new gaskets
in you own stock) . No connection to the carburettor other than 1 for fuel
and 1 for air (on the 914 there are 9 rubber hoses to connect the carburettors
and sensors to the airbox pressure, and 6 hoses to prevent possible fuel leaks
to get to the exhaust pipes, that is another 28 clamps)
The engine must be able to run normally without electrical power. (The 914 needs
power for the 2 fuel pumps and TCU).
The 914 is a great performer (it is nice to be able to reach FL115 ten minutes
after take off or to climb at 1000 ft /min at the top of the Mont Blanc) but
this engine does not satisfy my own " keep it simple " criteria listed above.
This is why I am planning to re-engine my Europa. I have not made a decision on
the replacement engine yet, but I am thinking at a Continental O-240 or a Jabiru
3300.
--> Europa-List message posted by:
My ROTAX 914 UL engine is for sale, as I am planning to re-engine the
aircraft.
Total time since new : 288 hours
If you are interested, please contact me off forum or call me at 33 6 1416
7115. The engine can be test flown prior to purchase. Aircraft based in
Chavenay (Paris area)
Remi Guerner
F-PGKL, XS 914 monowheel, s/n 395, 288 hours.
air.guerner@wanadoo.fr
Dear Remi,
can you tell me, why you will get rid of the 914T and what type of engine
you will install now ?
Kind Regards,
Bruno Reith / Europa Aircraft distributor Germany
_uvtreith@aol.com_ (mailto:uvtreith@aol.com)
_www.europa-aircraft.de_ (http://www.europa-aircraft.de)
Kit-No. 379 XS Monowheel
Will be finished during winter time
From: UVTReith@aol.com
Subject: Re: Europa-List: 914 for sale
-- Europa-List message posted by: UVTReith@aol.com
In einer eMail vom 19.08.2004 20:48:05 WesteuropE4ische Sommerzeit schreibt
owner-europa-list-server@matronics.com:
Bruno,
Before flying my Europa, I owned a Robin DR380. I put 800 hours on it in 10 years
(and I sold it for 40 % more than the purchase price). The only maintenance
I did on the Lycoming engine was changing the oil, clean the oil screen and fuel
filter, clean and replace spark plugs, check mag timing, replace the fuel
and oil hoses twice. Thats all. Not so with the 914.
To provide the necessary reliability and low maintenance, an aircraft engine must
be as simple as possible. That is:
air cooled (no pump, no coolant, no hoses, no leaks. Do you know that the Rotax
has 11 water hoses and 22 hose clamps?)
wet sump. The oil must be in the engine not in a separate tank. Less hoses less
connections less leaks/less risk. The turbo Rotax has 4 flexible oil hoses
and 2 rigid oil lines. That is another 8 clamps and 4 banjo connectors.
A single carburettor (or fuel injector) with in flight adjustable mixture. The
carb must be rigidly bolted to the engine, not clamped to a rubber flange which
is likely to break or get loose, especially when under the turbo pressure. There
must be a provision for draining the carb bowl without removal. (5 minutes
on a Lycoming, one day on a 914 , or one week if you do not have the new gaskets
in you own stock) . No connection to the carburettor other than 1 for fuel
and 1 for air (on the 914 there are 9 rubber hoses to connect the carburettors
and sensors to the airbox pressure, and 6 hoses to prevent possible fuel leaks
to get to the exhaust pipes, that is another 28 clamps)
The engine must be able to run normally without electrical power. (The 914 needs
power for the 2 fuel pumps and TCU).
The 914 is a great performer (it is nice to be able to reach FL115 ten minutes
after take off or to climb at 1000 ft /min at the top of the Mont Blanc) but this
engine does not satisfy my own "keep it simple" criteria listed above. This
is why I am planning to re-engine my Europa. I have not made a decision on the
replacement engine yet, but I am thinking at a Continental O-240 or a Jabiru
3300.
-- Europa-List message posted by:
My ROTAX 914 UL engine is for sale, as I am planning to re-engine the
aircraft.
Total time since new : 288 hours
If you are interested, please contact me off forum or call me at 33 6 1416
7115. The engine can be test flown prior to purchase. Aircraft based in
Chavenay (Paris area)
Remi Guerner
F-PGKL, XS 914 monowheel, s/n 395, 288 hours.
air.guerner@wanadoo.fr
Dear Remi,
can you tell me, why you will get rid of the 914T and what type of engine
you will install now ?
Kind Regards,
Bruno Reith / Europa Aircraft distributor Germany
_uvtreith@aol.com_ (mailto:uvtreith@aol.com)
_www.europa-aircraft.de_ (<A targethttp://www.europa-aircraft.de) )/">http://www.europa-aircraft.de)
Kit-No. 379 XS Monowheel
Will be finished during winter time
Message 6
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| Subject: | Re: 914 for sale |
--> Europa-List message posted by: UVTReith@aol.com
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| Subject: | Mass Balance Arms again |
--> Europa-List message posted by: "David Simenauer" <dsimenauer@cox.net>
I mounted the mass balance arms on the ailerons according to the specs in the manual
before I got the information that they probably would not line up in the
joggles on the wings before I did this. So, do I need to cut the arms off and
start over (I hope not) or is it O.K. to trim the edges of the covers and
move them off center to fit over the arms? Other solutions?
Dave Simenauer
A101
Message 9
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| Subject: | Re: Mass Balance Arms again |
--> Europa-List message posted by: SPurpura@aol.com
it's a lot more work to move the balance weights
Message 10
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| Subject: | Re: Mass Balance Arms again |
--> Europa-List message posted by: Gerry Holland <gnholland@onetel.com>
David Hi!
> I mounted the mass balance arms on the ailerons according to the specs in the
> manual before I got the information that they probably would not line up in
> the joggles on the wings before I did this. So, do I need to cut the arms
> off and start over (I hope not) or is it O.K. to trim the edges of the covers
> and move them off center to fit over the arms? Other solutions?
Had the same problem. Move the Boxes and make good any new joggles you have
to make. Extra strength is given to boxes when you fit Top skin.
Dont touch the Ailerons!
Regards
Gerry
Europa 384 G-FIZY
Trigear with Rotax 912 and Arplast CS Prop.
Engine very near to starting.
Painting completed. Vinyl design scheme to be added.
Completing Wiring to Panel.
Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder. AoA Fitted.
Shoulder Width Mod. Heater Unit constructed and fitted.
http://www.g-fizy.com
+44 7808 402404
gnholland@onetel.com
Message 11
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--> Europa-List message posted by: Europa Aircraft <europa@gate.net>
Hi all,
The brake manser cylinders were actually sourced from, and handled by the US office.
There are a number of different "grades" of brake seals, and grades of dot 5 fluid.
I found out that the previous batch of brake cylinders shiped to Europa
had a lower grade seal than specified. This was not a huge problem, except when
combined with certain lower grades of DOT 5 fluid. If the seals didn't like
the brand of fluid they would swell causing them to fail to return with the
spring only. There were two solotions worked out to the problem with the manufacturers
of the wheel, and master cylinders. They were: 1. use automatic transmission
fluid as that should not harm anything or 2. change to the higher grade
seals, or both. Problem was Europa didn't get a straight answer about which
automatic transmission fluid was best from either manufacturer.
Also, there was no way in Europa's quality control could identify what seals were
installed in every cylinder as they all look alike.
Good news is that no brakes have failed because of the seals when Dot 5 was used,
the bad seals just swell a little reqiring the pilot to manually return the
brake handles to the off position.
Be sure and compleatly flush your system if changing brake fluids.
Hope that helps!
John
-----Original Message-----
From: Alan Burrows <alan@kestrel-insurance.com>
Subject: RE: Europa-List: Finger brakes
--> Europa-List message posted by: "Alan Burrows" <alan@kestrel-insurance.com>
I have the same problem with my tri gear but just accept it as there is
no apparent lack of braking ability. Also I don't feel the brakes are
binding so how big a problem is it?
Alan
XS Trigear G-CBWF
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of G-IANI
Subject: RE: Europa-List: Finger brakes
--> Europa-List message posted by: "G-IANI" <g-iani@ntlworld.com>
Yes I have and so have a number of others. I have notes on what others
have reported but no clear solution. Ivor Phillips (XS486) has
converted his to use automatic transmission fluid. Karl Heidl has
changed the rubbers for new but I believe with only limited success.
I will be happy to be involved in any experimental work to try and solve
the problem for good. I am sure Andy Draper will also advise if we have
questions.
Ian Rickard #505 G-IANI XS Trigear
Europa Club Assistant Mods Rep
e-mail mods@europaclub.org.uk
or direct g-iani@ntlworld.com
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Peter Field
Subject: Europa-List: Finger brakes
--> Europa-List message posted by: "Peter Field"
--> <peter.field@hgfield.co.uk>
Has anybody experienced the springs in the cylinder of the finger brakes
not being powerful enough to return the plunger assembly to its usual
resting position after operation?
If so, what is the cure?
Peter Field
Kit 566
==
direct advertising on the Matronics Forums.
==
==
==
Message 12
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| Subject: | Re: 914 for sale |
--> Europa-List message posted by: UVTReith@aol.com
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bmZvcm1hdGlvbiBhbmQgIApjb250cm9sIHN5c3RlbSAoTUlQLVN5c3RlbSkuIHRoZSBlbmdp
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b3dlciBhbmQgdGhlIGZ1ZWwgYnVybmluZyB0b28uClRoZXJlIGFyZSBubyB0aHJvdHRsZSBj
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ZXBsYWNlIHRoZSBzbWFydCBlbmdpbmUgZm9yIGFib3V0IDMuNTAwICAs4oKsLgpUaGF0J3Mg
YWxsLiAKIApNZWFud2hpbGUgdGhlcmUgYXJlIHNvbWUgYXJ0aWNsZXMgYWJvdXQgdGhpcyBl
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dWx5IDIwMDQpIG9yIHRoZSBsYXRlc3QgIAphZXJva3VyaWVyIChpc3N1ZWQgU2VwdC4gMjAw
NCkuCiAKV2Ugd2lsbCBoYXZlIHRoZSBlbmdpbmUgY29tcGxldGUgcmVhZHkgd2l0aCBhbiAi
RXVyb3BhIiBtb3VudGluZyBmcmFtZSBhbmQgIAp0aGUgb3B0aW1pc2VkIFhTIGNvd2xpbmcg
aW4gT2N0b2Jlci9Ob3ZlbWJlciwgc28gdGhhdCB3ZSBjYW4gZ2V0IHRoZSBmaXJzdCAgCmV4
cGVyaWVuY2UgaW4gc3ByaW5ndGltZSAyMDA1LiBUbyBzdGFydCB3aXRoIHdlIHdpbGwgdXNl
IHRoZSBzdGFuZGFyZCBXYXJwIERyaXZlICAKQmxhZGVzLCBhcyB1c2VkIG9uIHRoZSBFdXJv
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bmQgUmVnYXJkcywKQnJ1bm8gUmVpdGggLSBFdXJvcGEgWFMgTW9ub3doZWVsLCBraXQgMzc5
Cgo
Message 13
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| Subject: | Re: 912S Resonance / Vibration |
--> Europa-List message posted by: James Nelson <europajim@juno.com>
Tony,
You might bring the pitch back to 19 deg. and see if it goes
away. I'm running 19 deg. (with a 912S) and get only 5700 on climb out.
You may have too much pitch. You might start at 18 deg first and then go
up in 1 deg. steps. I also have a Mono-
Jim
N15JN
On Sat, 21 Aug 2004 21:09:28 +0100 "Tony Bale" <tony.bale@virgin.net>
writes:
> --> Europa-List message posted by: "Tony Bale"
> <tony.bale@virgin.net>
>
> Folks,
> We have just completed the first 2 1/2 hrs of ground
> engine running (912S Warpdrive @ 21deg XS mono) apart from a couple
> of starting problems which we think are fuel related, the only issue
> which we are concerned about is a vibration / resonance at 3200 -
> 3300 RPM.
> Could find nothing loose, re-torqued the blades and had a good poke
> and push around with all the bits and pieces, anyone any ideas /
> experience ? We have spent considerable effort in reducing throttle
> cable drag and balancing the carbs.
> The rev band the resonance occurs at is very specific, and goes as
> quickly as it starts, very consistent and repeatable, however the
> engine is smooth at all other speeds.
>
> I must say being a spam can pilot I was very impressed (not to
> mention releaved) at how controllable the aircraft was on the ground
> in some cross winds and up to high taxi speeds on grass
>
> Yours with blurrrrrred vision
>
>
> Tony.
>
>
> PS, I think CKT will be releasing an exhaust mod to prevent the
> manifold pipe (left rear) cracking some people have experienced.
> Also they were unaware of the tail pipe falling off some owners have
> experienced, they are developing a better clamping device.
>
>
>
=
>
=
>
=
>
=
>
>
>
>
>
>
Message 14
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| Subject: | Monowheel fuel line routing? |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 21/08/2004 -0700, you wrote:
>--> Europa-List message posted by: DuaneFamly@aol.com
>
>Ron,
>
>Ditto on the last response except that I chose to bring the return line into
>the fitting on the Reserve outlet side of the tank. My Reserve is on the port
>side. My thinking was that this way the Reserve side was continuously being
>topped off, even in rough air. If plumbed into the top of the tank at the fuel
Mike
IMHO the stbd side is better because it always gets topped up with fresh
fuel and the main on port will get emptied more regularly. If the reserve
gets used less it might slowly collect debris and then block when you
finally need to use it
Graham
Message 15
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| Subject: | Re: 912S Resonance / Vibration |
--> Europa-List message posted by: "Tony Bale" <tony.bale@virgin.net>
Ron,
Thanks for your response, glad to know it's not just our donkey
thats got the wobbles. I'll let you know how the mag drop goes, probably
won't be for a couple of weeks though, due to holidays etc.
Tony
----- Original Message -----
From: "J. R. Jones" <jronjones@lineone.net>
Subject: Re: Europa-List: 912S Resonance / Vibration
> --> Europa-List message posted by: "J. R. Jones" <jronjones@lineone.net>
>
> Tony,
> I have the same set-up as you (XS, 912S, 21.5degrees) and have clocked up
> 150 hrs.
> From new I have had a vibration at 3000 rpm - not too bad but enough to
> annoy!
> The engine is smooth at all other settings and I have had the prop
balanced
> three times with no (or very slight) improvement.
> One thing which does puzzle me, though - and no-one has been able to
explain
> (Skydrive included) - is that, while there is no appreciable mag drop at
> either 4000 or at 2000 rpm, at 3000 there is a marked miss-fire on left
mag
> only and,of course, a vibration to match !
> Could the problem be purely ignition related and not an imbalance ?
> I would be very interested to hear what happens when you try a mag check
at
> your vibration rpm if you would be so kind.
> Regards,
> Ron Jones.
> (XS, 359, G-RJWS)
>
>
Message 16
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| Subject: | Re: Mass Balance Arms again |
--> Europa-List message posted by: EuropaXSA276@aol.com
Hi Dave.
Look at the chapter Nine photos at the site listed below my name. According
to Nev at the factory you should carefully remove the brown foam from the
inside of the bottom wing skin to allow the horn cover to align properly. Be
careful not to cut through the outer Fiberglas skin! I ground mine away with a
Dremel tool. Once this is done lay 2 ply of Bid on the surface to strengthen
and peel ply to smooth it all out.
Hope that helps
Brian S
A276 Tri Gear. Texas
See my build photos at:
http://forum.okhuijsen.org/BrianS
Message 17
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--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I seem to recall John Hurst telling me about a graphics shop in Florida that has
a number of designs for Europa's. Does anyone have any idea who that might
be ?
Thanks, Paul
Message 18
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| Subject: | Will this idea work ? |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
You may have read my earlier posting about a couple of sizable dents in my wings
from the trailer. I have reduced one to something quite small with local heating
, but the other is still very noticeable. I had a suggestion from someone
in the crash repair industry who suggested I heat the area and then place a
cold towel in the depression.
His reasoning was that the dent was stretched and cooling is would cause it to
shrink and pull up. Anyone care to offer an opinion as to this approach ?
Regards, Paul
Message 19
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| Subject: | Re: Monowheel fuel line routing? |
--> Europa-List message posted by: DuaneFamly@aol.com
Graham,
Good thought and something that needs to be kept in mind, but if one were to
use up their main side, go onto reserve, wouldn't the fuel pump empty the
reserve quicker because a large portion of the fuel being pumped is being returned
back to the main side and you would have to switch back to the main side in
order to get all the reserve you thought you had.
This begs the question....at economy cruise, how much flying time does the
reserve side give you. And then what percentage of that reserve would be pumped
out to the main side via the return line?
Mike Duane A207
Redding, California
XS Conventional Gear
Still just about to put the top on but still finding little things to do
before that.
Message 20
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| Subject: | Re: Monowheel fuel line routing? |
--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
Mike,
Not sure what this discussion is all about. According to my installation manual
the return line is plumbed into the starboard side, which is also the reserve.
Don't see much wrong with that.
Karl
From: DuaneFamly@aol.com
Subject: Re: Europa-List: Monowheel fuel line routing?
-- Europa-List message posted by: DuaneFamly@aol.com
Graham,
Good thought and something that needs to be kept in mind, but if one were to
use up their main side, go onto reserve, wouldn't the fuel pump empty the
reserve quicker because a large portion of the fuel being pumped is being returned
back to the main side and you would have to switch back to the main side in
order to get all the reserve you thought you had.
This begs the question....at economy cruise, how much flying time does the
reserve side give you. And then what percentage of that reserve would be pumped
out to the main side via the return line?
Mike Duane A207
Redding, California
XS Conventional Gear
Still just about to put the top on but still finding little things to do
before that.
Message 21
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| Subject: | Will this idea work ? |
--> Europa-List message posted by: "Rob Housman" <robh@hyperion-ef.com>
While I don't think that this "trick" would cause any harm, and it certainly
is relatively effortless, a dent is by definition deformation beyond the
elastic limit of the material, ergo, the dent is permanent and the surface
will not return to its original shape without the application of sufficient
stress to deform the material again - and the chances of that returning the
surface to its original contour are nil.
Try it but expect to fill the dent and re-paint.
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 Paul McAllister
Subject: Europa-List: Will this idea work ?
--> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
Hi all,
You may have read my earlier posting about a couple of sizable dents in my
wings from the trailer. I have reduced one to something quite small with
local heating , but the other is still very noticeable. I had a suggestion
from someone in the crash repair industry who suggested I heat the area and
then place a cold towel in the depression.
His reasoning was that the dent was stretched and cooling is would cause it
to shrink and pull up. Anyone care to offer an opinion as to this approach
?
Regards, Paul
Message 22
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|
| Subject: | Re: Monowheel fuel line routing? |
--> Europa-List message posted by: Alex Kaarsberg <kaarsber@terra.com.br>
..and then I suppose the next question must come, does the fuel selector
valve allow fuel through from both tank `halves when in reserve,
because if not, youd have to be changing tanks with ever diminishing
intervals to keep the big fan upfront humming after venturing into the
dreaded reserve?
Alex, kit 529
thinking of buiding once in a while.
DuaneFamly@aol.com wrote:
>--> Europa-List message posted by: DuaneFamly@aol.com
>
>Ron,
>
>Ditto on the last response except that I chose to bring the return line into
>the fitting on the Reserve outlet side of the tank. My Reserve is on the port
>side. My thinking was that this way the Reserve side was continuously being
>topped off, even in rough air. If plumbed into the top of the tank at the fuel
>fill port, which is on the starboard side, then once you switch over to Reserve
>the fuel return would deplete the Reserve side much quicker because the
>return fuel would settle in the Main side of the tank.
>
>Am I seeing something wrong?
>
>
>Mike Duane A207
>
>
Message 23
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| Subject: | Re: Finger brakes |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
Europa Aircraft wrote:
>--> Europa-List message posted by: Europa Aircraft <europa@gate.net>
>
>Hi all,
>
>The brake manser cylinders were actually sourced from, and handled by the US office.
>
>There are a number of different "grades" of brake seals, and grades of dot 5 fluid.
I found out that the previous batch of brake cylinders shiped to Europa
had a lower grade seal than specified. This was not a huge problem, except when
combined with certain lower grades of DOT 5 fluid. If the seals didn't like
the brand of fluid they would swell causing them to fail to return with the
spring only. There were two solotions worked out to the problem with the manufacturers
of the wheel, and master cylinders. They were: 1. use automatic transmission
fluid as that should not harm anything or 2. change to the higher grade
seals, or both. Problem was Europa didn't get a straight answer about which
automatic transmission fluid was best from either manufacturer.
>
>Also, there was no way in Europa's quality control could identify what seals were
installed in every cylinder as they all look alike.
>
>Good news is that no brakes have failed because of the seals when Dot 5 was used,
the bad seals just swell a little reqiring the pilot to manually return the
brake handles to the off position.
>
>Be sure and compleatly flush your system if changing brake fluids.
>
>Hope that helps!
>
>John
>
>
>
John,
Is the transmission fluid Dexron, or Type F?
--
Jeff A055
Builders Log: http://www.N55XS.com
Message 24
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| Subject: | Re: Mass Balance Arms again |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
David Simenauer wrote:
>--> Europa-List message posted by: "David Simenauer" <dsimenauer@cox.net>
>
>I mounted the mass balance arms on the ailerons according to the specs in the
manual before I got the information that they probably would not line up in the
joggles on the wings before I did this. So, do I need to cut the arms off
and start over (I hope not) or is it O.K. to trim the edges of the covers and
move them off center to fit over the arms? Other solutions?
>
>Dave Simenauer
>A101
>
>
Dave,
I trimmed the covers and mounted them off center. Worked great...
--
Jeff - A055
Getting ready to buy flight instruments. Fitting wings to fuselage this week...
Builders Log: http://www.N55XS.com
Message 25
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| Subject: | Re: Monowheel fuel line routing? |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
Alex Kaarsberg wrote:
>--> Europa-List message posted by: Alex Kaarsberg <kaarsber@terra.com.br>
>
>..and then I suppose the next question must come, does the fuel selector
>valve allow fuel through from both tank `halves when in reserve,
>because if not, youd have to be changing tanks with ever diminishing
>intervals to keep the big fan upfront humming after venturing into the
>dreaded reserve?
>
>Alex, kit 529
>thinking of buiding once in a while.
>
>
The valve allows one side or the other, not both...
--
Jeff - A055
Builders Log: http://www.N55XS.com
Message 26
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| Subject: | Brake lines - Parking brake valve |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
What is the recommended brake line, for use on a trigear? Also, anybody
have a source for a parking brake valve?
Thanks in advance...
--
Jeff - A055
Builders Log: http://www.N55XS.com
Message 27
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| Subject: | Monowheel fuel line routing |
--> Europa-List message posted by: "Fred R. Klein" <fklein@orcasonline.com>
Hi All,
This thread seems to be going in ever-decreasing circles...and knowing
absolutely nothing about the intricacies of the system (I'm happily and
sheepishly just starting on the wings chapter), why would it not be prudent
and SOP to simply run the return line to the reserve tank with an overflow
cross-feed line back to the main tank?
As I visualize the situation, the "switching back and forth" once one
commences to drink from the reserve would be eliminated.
Fred
A194
control surfaces w/ hdwe complete;
gazing at a virgin starboard wing
Message 28
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| Subject: | Monowheel fuel line routing |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
> This thread seems to be going in ever-decreasing circles...
I agree Fred, and it is all becoming a storm in a tea cup.
I haven't got my manual to hand but I understand the system to be thus
:-
The Reserve side of the tank should be the Starboard (Right) side
because the filler is on that side and this ensures that during
refuelling, the reserve is always filled first.
The return line from the engine should go to this same side (Reserve
side) to ensure
1 During normal ops, that the returned fuel keeps the reserve side
fully topped up
2 During ops on the reserve, the fuel not consumed is returned to where
it came from in order to make it all eventually available to the engine.
Regards
Kingsley Hurst
Mono Classic 281 in Oz. Presently rigging out my fully enclosed
trailer. Just want to get this job out of the way before painting the
aircraft.
Message 29
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| Subject: | Re: Brake lines - Parking brake valve |
--> Europa-List message posted by: Gerry Holland <gnholland@onetel.com>
Hi!
>
> What is the recommended brake line, for use on a trigear? Also, anybody
> have a source for a parking brake valve?
I've know idea what the recommended line is but the supplied line was black
plastic and seems fairly resilient. I've used steel braided Brake line from
a Race Car Shop for the Park Brake connection as I couldn't find similar to
the supplied line. It worked OK with some adapters that were supplied too
from Shop.
The Park Brake is a Dual valve Matco Item. I got mine from Wicks Aircraft or
Chief Aircraft. Works great.
Regards
Gerry
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