Today's Message Index:
----------------------
1. 01:13 AM - Re: Brake lines - Parking brake valve (G-IANI)
2. 01:44 AM - Re: Brake lines - Parking brake valve (Dennis Lowe)
3. 02:33 AM - 914 for sale (Graham Singleton)
4. 02:33 AM - Re: Europa-List Digest: 29 Msgs - 08/22/04 (Graham Singleton)
5. 02:33 AM - Monowheel fuel line routing? (Graham Singleton)
6. 02:34 AM - Re: Monowheel fuel line routing? (nigel charles)
7. 04:37 AM - Re: Will this idea work ? (Jim Brown)
8. 06:41 AM - Help: drive for a vacuum pump on a Rotax 914 ()
9. 07:02 AM - Re: Graphics shop (Al Stills)
10. 07:31 AM - Re: Monowheel fuel line routing (DuaneFamly@aol.com)
11. 07:34 AM - Re: Monowheel fuel line routing (Rocketman)
12. 07:47 AM - Re: Brake lines - Parking brake valve (Rocketman)
13. 08:14 AM - 914 TCU (Carpenter, Matt)
14. 08:15 AM - Classic Stainless Exhausts (nigel charles)
15. 08:15 AM - Re: Brake lines - Parking brake valve (Fred Fillinger)
16. 09:33 AM - Attention all European pilots - URGENT!! (David Corbett)
17. 09:33 AM - Glider wings (Henk Roelofs)
18. 10:02 AM - Re: 914 TCU (Paul Boulet)
19. 10:20 AM - Re: Brake lines - Parking brake valve (Rob Housman)
20. 10:31 AM - Re: Monowheel fuel line routing (Paul Stewart)
21. 11:07 AM - Re: 914 TCU (Mike Parkin)
22. 11:08 AM - 912s oil consumption (Richard Iddon)
23. 11:33 AM - Re: 914 TCU (Carpenter, Matt)
24. 12:43 PM - Re: 912s oil consumption (Duncan McFadyean)
25. 01:11 PM - Re: Attention all European pilots - URGENT!! (Duncan McFadyean)
26. 01:48 PM - Re: Attention all European pilots - URGENT!! (Gerry Holland)
27. 03:19 PM - Re: Mass Balance Arms again (Rowland Carson)
28. 06:49 PM - Re: 914 TCU (Steve Hagar)
Message 1
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| Subject: | Brake lines - Parking brake valve |
--> Europa-List message posted by: "G-IANI" <g-iani@ntlworld.com>
The parts for the Finger brakes are listed below, (If the table looks wrong
turn off HTML, ie use character)
Part Make Model Source contact
Master Cylinder Jamar US2002X Without levers Frank
on
jamar1@gte.net(no known UK source)
http://jamarperformance.com/Default.htm
Reservoir ACS A-315 ACS Page 214, PN. A-315
Park brake Matco ACS Page 215, PN 06-17200
Connectors Brass Polyflow ACS Page 111
Straight
268P-04x02 Male elbow 269P-04x02
Tubing Original Europa is 6mm and bad fit. Use Nylaflow in
I have talked to Andy about the tubing issue. Europa supply 6mm tube but
1/4in connectors. This does work but it is too easy for the seal to fail.
It is better if you use 1/4in Polyflow or Nylaflow to match the fittings.
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 Rocketman
Subject: Europa-List: 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 2
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| Subject: | Re: Brake lines - Parking brake valve |
--> Europa-List message posted by: Dennis Lowe <DennisLowe@bluewatertechnology.co.uk>
Dear all
I have a finger brake kit that is surplus to requirements if anyone is
interested.
I had arrange to return it to Europa but that is, of course, not now
possible.
Dennis Lowe G-NHRJ
On Monday, August 23, 2004, at 09:11 am, G-IANI wrote:
> --> Europa-List message posted by: "G-IANI" <g-iani@ntlworld.com>
>
> The parts for the Finger brakes are listed below, (If the table looks
> wrong
> turn off HTML, ie use character)
>
> Part Make Model Source contact
> Master Cylinder Jamar US2002X Without levers
> Frank on
> jamar1@gte.net(no known UK source)
>
> http://jamarperformance.com/Default.htm
>
> Reservoir ACS A-315 ACS Page 214, PN.
> A-315
>
> Park brake Matco ACS Page 215, PN
> 06-17200
>
> Connectors Brass Polyflow ACS Page 111
> Straight
> 268P-04x02 Male elbow 269P-04x02
>
> Tubing Original Europa is 6mm and bad fit. Use Nylaflow in
>
> I have talked to Andy about the tubing issue. Europa supply 6mm tube
> but
> 1/4in connectors. This does work but it is too easy for the seal to
> fail.
> It is better if you use 1/4in Polyflow or Nylaflow to match the
> fittings.
>
> 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 Rocketman
> To: europa-list@matronics.com
> Subject: Europa-List: 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 3
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--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 22/08/2004 -0700, you wrote:
>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.
Remi
There is at least one glaring deficiency with Lycoming engines. There is no
proper lubrication for the camshaft which means it is guaranteed to wear
out. Worse, two of the cams operate two valves. The only Lycosaurus engines
that run reliably are those that get run and therefore lubricated (by
splash) very regularly. This is why it needs a wet sump.
Don't forget it is impossible to get efficient cooling with an air cooled
engine, The heat transfer rate needed around inevitable hot spots is just
too high. Before going Jabiru direction make a careful check on their
record of reliability. It might not be as good as Lycoming.
I agree with your remarks the plumbers nightmare design of Rotax engines
but nevertheless they are building a reputation for power and reliability.
Problems are usually caused by poor installation.
Graham
Message 4
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| Subject: | Re: Europa-List Digest: 29 Msgs - 08/22/04 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 22/08/2004 -0700, you wrote:
>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.
Mike
yes. However I assumed you had piped the return into the reserve side,
which is the right hand side. I always pump return into the RH at the tank
breather fitting, (look at Paul McA's picture on the website, July 2002?
Graham
Message 5
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| Subject: | Monowheel fuel line routing? |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 22/08/2004 -0700, you 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
Don't ever connect both tanks to the pump at the same time on a suction
system. As soon as one tank dries out the pump will suck air in preference
to fuel. Especially if it's a limited displacement pump such as a Facet.
Graham
Message 6
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| Subject: | Re: Monowheel fuel line routing? |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
>..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?<
If you had both you would get significant amounts of air into the system as
soon as the lower side emptied which would then create a potential airlock
stopping the engine and preventing the use of reserve fuel.
This is one of the reasons for my parallel system. As soon as the main side
starts to lose fuel pressure the reserve side kicks in. This provides a well
defined reserve point and the system manages the system for you at a time of
high workload. With no action from the pilot the engine should only stop
once all the fuel has been consumed. You get a warning light at the reserve
changeover which, by my reckoning, gives a maximum of about 30-40 minutes
flying. Once you are on reserve you shoould be landing at the nearest
suitable airport.
Nigel Charles
Message 7
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| Subject: | Re: Will this idea work ? |
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
Paul;
If memory serves me correct, I have a very early set of XS wings. After they had
been painted, the shop was buffing the finish, and s a result of the buffing
process, a hot spot occurred. And as a result I had a small bubble about the
size of a 50 cent piece. When we cut into this bubble to repair, we found a
very thin layer of foam
sandwiched between layers of fiberglass.
If you apply too much heat, you may make the problem worse if the foam melts.
Jim Brown
Paul McAllister wrote:
> --> 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 8
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| Subject: | Help: drive for a vacuum pump on a Rotax 914 |
3.6 ALT_MED Misspelled medication name
--> Europa-List message posted by: <Herbert.Habersatter@weiz.cc>
I have a Rotax 914 UL3 with a hydraulic governor and now I need an additional drive
for the hydraulic pump. Theoretically there could be the possibility to use
the belt drive for the second alternator, but the cowling of my Europa XS is
too small for it. Are there nevertheless any experiences or ideas to do, maybe
with a cardan drive?
Thank you!!
Hertbert Habersatter
Herbert.Habersatter@weiz.cc
Message 9
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--> Europa-List message posted by: "Al Stills" <astills@senecawholesale.com>
Paul
I used Callie at the following E-mail. Great Job and
very reasonable. info@hobbies-n-stuff.com She's the
graphics designer for hobbies n stuff in Albuquerque NM.
Al Stills
A095
Message 10
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| Subject: | Re: Monowheel fuel line routing |
--> Europa-List message posted by: DuaneFamly@aol.com
Kingsly,
I think that you have summed up the right and proper means to the end.
Do Not Archive
Mike Duane A207
Redding, California
XS Conventional Gear
Just about to put the top on but still finding little things to do before
that.
Message 11
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| Subject: | Re: Monowheel fuel line routing |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
Kingsley Hurst wrote:
>--> 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.
>
>
>
You are exactly right, Kingsley...
--
Jeff - A055
http://www.n55xs.com
Message 12
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| Subject: | Re: Brake lines - Parking brake valve |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
G-IANI wrote:
>--> Europa-List message posted by: "G-IANI" <g-iani@ntlworld.com>
>
>The parts for the Finger brakes are listed below, (If the table looks wrong
>turn off HTML, ie use character)
>
>Part Make Model Source contact
>Master Cylinder Jamar US2002X Without levers Frank
on
>jamar1@gte.net(no known UK source)
>
>http://jamarperformance.com/Default.htm
>
>Reservoir ACS A-315 ACS Page 214, PN. A-315
>
>Park brake Matco ACS Page 215, PN 06-17200
>
>Connectors Brass Polyflow ACS Page 111
Straight
>268P-04x02 Male elbow 269P-04x02
>
>Tubing Original Europa is 6mm and bad fit. Use Nylaflow in
>
>I have talked to Andy about the tubing issue. Europa supply 6mm tube but
>1/4in connectors. This does work but it is too easy for the seal to fail.
>It is better if you use 1/4in Polyflow or Nylaflow to match the fittings.
>
>Ian Rickard #505 G-IANI XS Trigear
>
>
Thanks to all who have replied to this request. Getting ready to set
the wings, this week and want to be ready to plumb the brake system,
upon completion. Anyone have any special hints on setting the wings?
Thanks,
--
Jeff - A055
http://www.n55xs.com
Message 13
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--> Europa-List message posted by: "Carpenter, Matt" <mcarpenter@concordefs.com>
Hello,
I downloaded the new version of testing software for the TCU.
Then I checked the serial numbers (again), and my serial number is above the
need
for a dongle..
I then started my laptop up in DOS mode only..
I turned the TCU on, the turbo warning lights went on then off. But, when
the program
tries to "talk" to the TCU it tells me "Error Serial I/O". The manual says
that its
not talking to the TCU.
I have no idea what version the TCU is. The engine was installed in 1999 -
2000 range.
Any ideas? The serial cable looks fine.. I would have to take the panel out
to get to the TCU.
INFO:
We have been having oil temp problems, so we did the mod where it lowers the
oil cooler down.
GREAT! The oil is now down to around 210~ .. BUT the Water temp shot up so
high it blew the
antifreeze reservoir tubing off.. with antifreeze going everywhere! Our EIS
2000 has a page that
says "Coolant Temp", but always reads 59F.. Is there a place on the Rotax to
read Coolant temp? Or
do I keep an eye on the CHT? The CHT climbing past 275F was our clue
yesterday.
We are adding another mod so that it keeps the air separate between the oil
and water cooler.. that
should help.
Matt Carpenter
A138 Amarillo, Texas
Message 14
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| Subject: | Classic Stainless Exhausts |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
Once CKT have corrected the jigging for the Classic stainless exhaust system for
the Rotax 912/912S they will be ready to take some orders. As their machinery
has to be set up to make these systems it will make it much easier (and therefore
cheaper) if they can take orders for 10 exhaust systems at a time. I know
that Tony Renshaw requires a Classic stainless system. Are there other Classic
owners out there who have yet to place an order and wish to do so? As Europa
are not in a position to take orders I have agreed with CKT that I would find
out if there are enough customers ready to make the first batch.
Apparantly things are not so difficult with the XS and individual orders can be
accepted.
Anyone interested should contact me off list at nigelcharles@tiscali.co.uk.
Nigel Charles
Message 15
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| Subject: | Re: Brake lines - Parking brake valve |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
Rocketman wrote:
>
> What is the recommended brake line, for use on a trigear?
> ...
I used 1/4" 3003 aluminum tubing. The reason is finding anecdotes on
kitplane discussion boards about how plastic lines can be problematic.
One is heat generated in the brake ass'y, causing them to soften and
withdraw from the fitting with high braking pressure. May not be the
case with what Europa supplies, but too few trigears out there and the
consequences of asymmetric pressure at the wrong time on landing
roll-out caused me not to use something which would never be approved
on FAA type-certificated aircraft. I don't insure planes for hull
coverage, by avoiding things which make such coverage more appealing.
Reg,
Fred F.
Message 16
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| Subject: | Attention all European pilots - URGENT!! |
--> Europa-List message posted by: "David Corbett" <David.Corbett@fwi.co.uk>
Nigel Everett is a very experienced UK GA pilot, and a very well respected aviation
journalist.
The following message is one of many that are now beginning to be circulated, at
least in UK, amongst the GA fraternity. It is absolutely vital that every pilot
takes this threat seriously - failure to influence Eurocontrol to remove VFR
traffic from its net will mean extensive extra cost, and loads of administrative
hassle, and yet more completely unnecessary European over-regulation.
Start thinking now about what action you propose to take; I already have copies
of replies from 2 important UK GA organisations and, when I have digested them,
I may well post them onto this forum. The blank reply forms are attached. Note
Nigel's warning about the strict format and timing required for replies.
This is serious - we have all been warned!
David
G-BZAM - UK 265
----- Original Message -----
From: nigeleverett
Subject: Single Sky. All of GA to pay?
Dear Colleague
At a recent meeting the UK Department for Trade (DfT) revealed that under The European
Single Skies Policy to which the UK signed up earlier this year, it has
been decided that in future all aircraft, regardless of whether they are IFR
or VFR, and with no minimum weight cut off, should be required to pay for use
of 'services' provided, such as air traffic control, NOTAMS and weather information,
search and rescue and so on, whether directly or indirectly used. The
main criterion for charging is that the aircraft should land somewhere other than
its take off point. No exemptions are offered in the draft proposals even
for gliders, microlights or balloons. The proposals seem to have been drafted
without any thought of their impact on General Aviation (GA) and are directed
mostly at getting short haul airline flights to pay more and long haul overflying
flights to pay less.
Costs are to be apportioned on a total, not marginal, cost basis so that VFR aircraft
will, for example, bear the cost of a VOR if it provides a service in uncontrolled
airspace. This will be regardless of whether the aircraft actually
uses the VOR.
Nothing in the draft proposals suggests that even a light aircraft flying non radio, from one private strip in uncontrolled airspace to another will escape being charged. The proposals apply to all civil air traffic and General Aviation (GA) is not mentioned. It will, apparently, be up to the governments of individual states to decide how the payments are levied. Details may be found at http://www.eurocontrol.int/enprm/
DfT is said to be sympathetic to the plight of GA and wants to exclude us as per
the current airways charges exemptions but the regulations do not permit that
unless the Government pays the costs thereof to the Air Navigation Service Providers
- and it won't.
Eurocontrol has been charged with undertaking a consultation on how the charges
are to be made and has given European aviation until 17 September to make representations.
Not only has Eurocontrol imposed this outrageously short deadline,
but it has also declined to recognise any representation unless it is made
on its official form, a copy of which is attached.
I don't think that I need spell out what this proposal could do to European GA
and I hope that you will feel moved to do what you can to argue for the retention
of the current exemption for all VFR aircraft and for IFR aircraft below the
minimum weight for incurring Eurocontrol En Route charges. If you are willing
to join in, I ask that you now undertake two tasks:
1. Complete and return the attached form to Eurocontrol by e mail, post or fax,
as shown on the form. You may like to consult whatever aviation body you belong
to as to the detail of your objections and they may have already formulated
some points that they are making in their own representations. I have set
out on an attached sheet three fundamental points that I regard as being central
to the issue. The list, however, is neither exhaustive nor authoritative: it
should not be copied out word for word or it is likely to be dismissed as a
mere duplicate. Set out your objections, remembering all the time, that it is
more important to get some sort of objection properly registered than to spend
days polishing up your irrefutable arguments and then failing to get the form
back in time. If you can also find the time to copy your objections to your MEPs
and MP, so much the better.
2. Contact as many GA colleagues as possible, by e mail, or however. Send them
a copy of the form and ask them to object and to distribute the form and a
similar request to all of their contacts. An avalanche of objections from all
over Europe would give Eurocontrol a lot to think about.
Please remember that time is desperately short and immediate action is needed.
Thanks
Nigel Everett
Message 17
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--> Europa-List message posted by: Henk Roelofs <henk@loginet.nl>
Hello,
We are interested in a set of Europa Motor Glider wings.
Either new or in any stage of finishing.
Rgds.
Henk & Bart
Europa #264
Message 18
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--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
I said it before and I'll say it again... unless you're booting from a DOS disk,
the software won't run. IMHO of course
Paul Boulet, N914PB
"Carpenter, Matt" <mcarpenter@concordefs.com> wrote:
--> Europa-List message posted by: "Carpenter, Matt"
Hello,
I downloaded the new version of testing software for the TCU.
Then I checked the serial numbers (again), and my serial number is above the
need
for a dongle..
I then started my laptop up in DOS mode only..
I turned the TCU on, the turbo warning lights went on then off. But, when
the program
tries to "talk" to the TCU it tells me "Error Serial I/O". The manual says
that its
not talking to the TCU.
I have no idea what version the TCU is. The engine was installed in 1999 -
2000 range.
Any ideas? The serial cable looks fine.. I would have to take the panel out
to get to the TCU.
INFO:
We have been having oil temp problems, so we did the mod where it lowers the
oil cooler down.
GREAT! The oil is now down to around 210~ .. BUT the Water temp shot up so
high it blew the
antifreeze reservoir tubing off.. with antifreeze going everywhere! Our EIS
2000 has a page that
says "Coolant Temp", but always reads 59F.. Is there a place on the Rotax to
read Coolant temp? Or
do I keep an eye on the CHT? The CHT climbing past 275F was our clue
yesterday.
We are adding another mod so that it keeps the air separate between the oil
and water cooler.. that
should help.
Matt Carpenter
A138 Amarillo, Texas
Message 19
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| Subject: | Brake lines - Parking brake valve |
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
I heartily agree with Fred.
I've mentioned before on this forum my experience with the plastic hydraulic
clutch line on my long gone Lotus Elan - plastic line ruptured, fluid leaked
on exhaust, car caught fire (fiberglass burns quickly) - which is why I
elected to replace the Europa supplied plastic with brass (inside the
fuselage) and stainless steel (down the gear legs) tubing. In the Europa it
is extremely unlikely that a failed brake line could cause a fire but Fred
has it right about the risk of a ground loop, or worse, in the Tri-Gear.
Engineering plastics are great, but only in the right applications (a
"plastic" airframe for example). It is rather tedious to determine the
correct fittings to match the Europa supplied master and slave cylinders,
and fabricate and install rigid metal lines but well worth the effort
because it certainly minimizes risk and contributes to peace of mind.
...and just because I elected to use brass and stainless steel does not mean
that I would find fault with 3003 aluminum tubing in this application - I
don't, as long as it is seamless tubing (and that applies to my choice of
materials also). There are three methods to manufacture tubing and you do
not want to use the scheme that takes sheet metal that is formed round and
the seam welded. Seamless tubing is extruded through a die with a mandrel
to form the inside diameter. The mandrel is pushed through the hot
extrusion billet so there is no seam. Another method is to extrude through
a spider die and that stuff looks seamless to the naked eye but because the
metal flows over the legs of a spider (that holds the mandrel in place)
before exiting the die there are typically three seams, you just can't see
them without sectioning the tubing and doing a metallographic examination -
this is superior to welded tubing but not quite as good a the truly seamless
kind, although it would be perfectly acceptable for the brake lines.
Besides, none of would be able to distinguish these two types of seamless
tubing. The tubing we would use is cold drawn to finished size from
extruded tube.
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 Fred Fillinger
Subject: Re: Europa-List: Brake lines - Parking brake valve
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
Rocketman wrote:
>
> What is the recommended brake line, for use on a trigear?
> ...
I used 1/4" 3003 aluminum tubing. The reason is finding anecdotes on
kitplane discussion boards about how plastic lines can be problematic.
One is heat generated in the brake ass'y, causing them to soften and
withdraw from the fitting with high braking pressure. May not be the
case with what Europa supplies, but too few trigears out there and the
consequences of asymmetric pressure at the wrong time on landing
roll-out caused me not to use something which would never be approved
on FAA type-certificated aircraft. I don't insure planes for hull
coverage, by avoiding things which make such coverage more appealing.
Reg,
Fred F.
Message 20
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| Subject: | Re: Monowheel fuel line routing |
--> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com>
On additional thought. The original fuel selector supplied with my kit
while not allowing you to select both tank sides certaily allows you to
select nothing. There are two positions which could be 'off' but more
worryingly for me was that if one knocked the fuel selector to an
intermediate position, no fuel will flow. These were the two major
considerations for me in fitting the Andair version (and it looks much
nicer).
Regards
Paul
G-GIDY
Message 21
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--> Europa-List message posted by: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
Not strictly true!!!!! The software runs fine in a dos window under Windows
98 on my laptop. (IMHO)
regards,
Mike Parkin
----- Original Message -----
From: "Paul Boulet" <possibletodo@YAHOO.COM>
Subject: Re: Europa-List: 914 TCU
> --> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
>
> I said it before and I'll say it again... unless you're booting from a DOS
disk, the software won't run. IMHO of course
> Paul Boulet, N914PB
>
> "Carpenter, Matt" <mcarpenter@concordefs.com> wrote:
> --> Europa-List message posted by: "Carpenter, Matt"
>
> Hello,
>
>
> I downloaded the new version of testing software for the TCU.
> Then I checked the serial numbers (again), and my serial number is above
the
> need
> for a dongle..
> I then started my laptop up in DOS mode only..
> I turned the TCU on, the turbo warning lights went on then off. But, when
> the program
> tries to "talk" to the TCU it tells me "Error Serial I/O". The manual says
> that its
> not talking to the TCU.
>
> I have no idea what version the TCU is. The engine was installed in 1999 -
> 2000 range.
> Any ideas? The serial cable looks fine.. I would have to take the panel
out
> to get to the TCU.
>
> INFO:
>
> We have been having oil temp problems, so we did the mod where it lowers
the
> oil cooler down.
> GREAT! The oil is now down to around 210~ .. BUT the Water temp shot up so
> high it blew the
> antifreeze reservoir tubing off.. with antifreeze going everywhere! Our
EIS
> 2000 has a page that
> says "Coolant Temp", but always reads 59F.. Is there a place on the Rotax
to
> read Coolant temp? Or
> do I keep an eye on the CHT? The CHT climbing past 275F was our clue
> yesterday.
> We are adding another mod so that it keeps the air separate between the
oil
> and water cooler.. that
> should help.
>
> Matt Carpenter
> A138 Amarillo, Texas
>
>
Message 22
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| Subject: | 912s oil consumption |
--> Europa-List message posted by: "Richard Iddon" <riddon@sent.com>
Following the recommendations from Rotax, I have recently changed from
Castrol GTX magnatec to Shell VSX4 for my 912S. I seem to be consuming
more of this and getting more 'nicotine' stains down the exhaust side of
the fuselage. Engine has done 100 hours now and I seem to be consuming
around 1 to 2 litres of oil between 50 hours oil changes approx. Is
this normal?
Richard Iddon G-RIXS
Message 23
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--> Europa-List message posted by: "Carpenter, Matt" <mcarpenter@concordefs.com>
I did boot to DOS mode.
This is an old windows 95 laptop, with and old version of Dos.
You can bypass the startup scripts for windows with the button F8.
You can then drop to DOS, with no windows being loaded at all.
So, its just like booting from a DOS disk.
Still it will see the TCU. I checked BIOS, and it shows COM1 is on..
matt
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Paul Boulet
Subject: Re: Europa-List: 914 TCU
--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
I said it before and I'll say it again... unless you're booting from a DOS
disk, the software won't run. IMHO of course
Paul Boulet, N914PB
"Carpenter, Matt" <mcarpenter@concordefs.com> wrote:
--> Europa-List message posted by: "Carpenter, Matt"
Hello,
I downloaded the new version of testing software for the TCU.
Then I checked the serial numbers (again), and my serial number is above the
need
for a dongle..
I then started my laptop up in DOS mode only..
I turned the TCU on, the turbo warning lights went on then off. But, when
the program
tries to "talk" to the TCU it tells me "Error Serial I/O". The manual says
that its
not talking to the TCU.
I have no idea what version the TCU is. The engine was installed in 1999 -
2000 range.
Any ideas? The serial cable looks fine.. I would have to take the panel out
to get to the TCU.
INFO:
We have been having oil temp problems, so we did the mod where it lowers the
oil cooler down.
GREAT! The oil is now down to around 210~ .. BUT the Water temp shot up so
high it blew the
antifreeze reservoir tubing off.. with antifreeze going everywhere! Our EIS
2000 has a page that
says "Coolant Temp", but always reads 59F.. Is there a place on the Rotax to
read Coolant temp? Or
do I keep an eye on the CHT? The CHT climbing past 275F was our clue
yesterday.
We are adding another mod so that it keeps the air separate between the oil
and water cooler.. that
should help.
Matt Carpenter
A138 Amarillo, Texas
Message 24
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| Subject: | Re: 912s oil consumption |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Depends what engine speeds you're operating at.
I (and others) find that the 912 burns no oil below about 4500rpm. Above
this and it becomes noticeable. Possibly due to mild ring flutter at the
higher speeds.
Duncan McF.
----- Original Message -----
From: "Richard Iddon" <riddon@sent.com>
Subject: Europa-List: 912s oil consumption
> --> Europa-List message posted by: "Richard Iddon" <riddon@sent.com>
>
> Following the recommendations from Rotax, I have recently changed from
> Castrol GTX magnatec to Shell VSX4 for my 912S. I seem to be consuming
> more of this and getting more 'nicotine' stains down the exhaust side of
> the fuselage. Engine has done 100 hours now and I seem to be consuming
> around 1 to 2 litres of oil between 50 hours oil changes approx. Is
> this normal?
>
> Richard Iddon G-RIXS
>
>
Message 25
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| Subject: | Re: Attention all European pilots - URGENT!! |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Sounds like a fait-accompli as it only asks for
".....comments ..on its detailed provisions.....".
Meaning that the general principle is not open to debate?
Duncan Mcf.
----- Original Message -----
From: "David Corbett" <David.Corbett@fwi.co.uk>
Subject: Europa-List: Attention all European pilots - URGENT!!
> --> Europa-List message posted by: "David Corbett"
<David.Corbett@fwi.co.uk>
>
> Nigel Everett is a very experienced UK GA pilot, and a very well respected
aviation journalist.
>
> The following message is one of many that are now beginning to be
circulated, at least in UK, amongst the GA fraternity. It is absolutely
vital that every pilot takes this threat seriously - failure to influence
Eurocontrol to remove VFR traffic from its net will mean extensive extra
cost, and loads of administrative hassle, and yet more completely
unnecessary European over-regulation.
>
> Start thinking now about what action you propose to take; I already have
copies of replies from 2 important UK GA organisations and, when I have
digested them, I may well post them onto this forum. The blank reply forms
are attached. Note Nigel's warning about the strict format and timing
required for replies.
>
> This is serious - we have all been warned!
>
> David
> G-BZAM - UK 265
>
> ----- Original Message -----
> From: nigeleverett
> To: (Recipient names deleted to save space - hundred's of them!!)
>
> Subject: Single Sky. All of GA to pay?
>
>
> Dear Colleague
>
> At a recent meeting the UK Department for Trade (DfT) revealed that under
The European Single Skies Policy to which the UK signed up earlier this
year, it has been decided that in future all aircraft, regardless of whether
they are IFR or VFR, and with no minimum weight cut off, should be required
to pay for use of 'services' provided, such as air traffic control, NOTAMS
and weather information, search and rescue and so on, whether directly or
indirectly used. The main criterion for charging is that the aircraft should
land somewhere other than its take off point. No exemptions are offered in
the draft proposals even for gliders, microlights or balloons. The proposals
seem to have been drafted without any thought of their impact on General
Aviation (GA) and are directed mostly at getting short haul airline flights
to pay more and long haul overflying flights to pay less.
>
> Costs are to be apportioned on a total, not marginal, cost basis so that
VFR aircraft will, for example, bear the cost of a VOR if it provides a
service in uncontrolled airspace. This will be regardless of whether the
aircraft actually uses the VOR.
>
> Nothing in the draft proposals suggests that even a light aircraft flying
non radio, from one private strip in uncontrolled airspace to another will
escape being charged. The proposals apply to all civil air traffic and
General Aviation (GA) is not mentioned. It will, apparently, be up to the
governments of individual states to decide how the payments are levied.
Details may be found at http://www.eurocontrol.int/enprm/
>
> DfT is said to be sympathetic to the plight of GA and wants to exclude us
as per the current airways charges exemptions but the regulations do not
permit that unless the Government pays the costs thereof to the Air
Navigation Service Providers - and it won't.
>
> Eurocontrol has been charged with undertaking a consultation on how the
charges are to be made and has given European aviation until 17 September to
make representations. Not only has Eurocontrol imposed this outrageously
short deadline, but it has also declined to recognise any representation
unless it is made on its official form, a copy of which is attached.
>
> I don't think that I need spell out what this proposal could do to
European GA and I hope that you will feel moved to do what you can to argue
for the retention of the current exemption for all VFR aircraft and for IFR
aircraft below the minimum weight for incurring Eurocontrol En Route
charges. If you are willing to join in, I ask that you now undertake two
tasks:
>
> 1. Complete and return the attached form to Eurocontrol by e mail, post
or fax, as shown on the form. You may like to consult whatever aviation body
you belong to as to the detail of your objections and they may have already
formulated some points that they are making in their own representations. I
have set out on an attached sheet three fundamental points that I regard as
being central to the issue. The list, however, is neither exhaustive nor
authoritative: it should not be copied out word for word or it is likely to
be dismissed as a mere duplicate. Set out your objections, remembering all
the time, that it is more important to get some sort of objection properly
registered than to spend days polishing up your irrefutable arguments and
then failing to get the form back in time. If you can also find the time to
copy your objections to your MEPs and MP, so much the better.
>
> 2. Contact as many GA colleagues as possible, by e mail, or however.
Send them a copy of the form and ask them to object and to distribute the
form and a similar request to all of their contacts. An avalanche of
objections from all over Europe would give Eurocontrol a lot to think about.
>
> Please remember that time is desperately short and immediate action is
needed.
>
> Thanks
>
> Nigel Everett
>
>
Message 26
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| Subject: | Re: Attention all European pilots - URGENT!! |
--> Europa-List message posted by: Gerry Holland <gnholland@onetel.com>
Duncan Hi!
> Sounds like a fait-accompli as it only asks for
> ".....comments ..on its detailed provisions.....".
> Meaning that the general principle is not open to debate?
I tend to agree with you. A slight smack of Europe's democracy in action
again. Add to that implementation of Mode S and I guess we have been 'tucked
up like a kipper'. No place to hide.
I'm going to lobby that Kite Flyers and possibly Charity Balloon releases
should be included in charges too.
Regards
Gerry
Busy painting Europa in Stealth black!
Do not archive
Message 27
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| Subject: | Re: Mass Balance Arms again |
--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
At 2004-08-22 12:08 -0400 David Simenauer wrote:
>do I need to cut the arms off and start over
David - no, don't do that!
>is it O.K. to trim the edges of the covers and move them off center
>to fit over the arms
Yes, they need to be moved to line up properly with the horns, but
don't reduce the size of the horn-box flanges - those are structural
items. Instead, carefully remove the inner skin and brown foam as
necessary to clear the flange in its correct position WRT the horn.
Then put a BID patch over the re-worked area, extending it at least
an inch beyond all round. Refer to my building journal of 2003 05 08
& 2003 05 09 for my own experience of this. Neville may have already
repeated his advice to me by the time my reply is posted.
regards
Rowland
--
| Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
| 710 hours building Europa #435 G-ROWI e-mail <rowil@clara.net>
Message 28
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--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
Matt:
I just set mine up this weekend and had the same issue, serial I/O error.
The cable I had was wired up for a null modem connection where 2 pins were
crossed. Make sure your cable is wired pin for pin.
Steve Hagar
a143
Mesa,AZ
> [Original Message]
> From: Carpenter, Matt <mcarpenter@concordefs.com>
> To: europa-list@matronics.com <europa-list@matronics.com>
> Date: 8/23/2004 8:14:12 AM
> Subject: Europa-List: 914 TCU
>
> --> Europa-List message posted by: "Carpenter, Matt"
<mcarpenter@concordefs.com>
>
> Hello,
>
>
> I downloaded the new version of testing software for the TCU.
> Then I checked the serial numbers (again), and my serial number is above
the
> need
> for a dongle..
> I then started my laptop up in DOS mode only..
> I turned the TCU on, the turbo warning lights went on then off. But, when
> the program
> tries to "talk" to the TCU it tells me "Error Serial I/O". The manual
says
> that its
> not talking to the TCU.
>
> I have no idea what version the TCU is. The engine was installed in 1999
-
> 2000 range.
> Any ideas? The serial cable looks fine.. I would have to take the panel
out
> to get to the TCU.
>
> INFO:
>
> We have been having oil temp problems, so we did the mod where it lowers
the
> oil cooler down.
> GREAT! The oil is now down to around 210~ .. BUT the Water temp shot up
so
> high it blew the
> antifreeze reservoir tubing off.. with antifreeze going everywhere! Our
EIS
> 2000 has a page that
> says "Coolant Temp", but always reads 59F.. Is there a place on the Rotax
to
> read Coolant temp? Or
> do I keep an eye on the CHT? The CHT climbing past 275F was our clue
> yesterday.
> We are adding another mod so that it keeps the air separate between the
oil
> and water cooler.. that
> should help.
>
> Matt Carpenter
> A138 Amarillo, Texas
>
>
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