Today's Message Index:
----------------------
1. 02:10 AM - Re: Hand propping (nigel charles)
2. 03:29 AM - Re: Re: Hand prop a Rotax? (David Joyce)
3. 03:29 AM - Re: Woodcomp/Kremen propellers (David Joyce)
4. 03:29 AM - Re: Woodcomp/Kremen propellers (David Joyce)
5. 04:00 AM - Re: Woodcomp/Kremen propellers (Duncan McFadyean)
6. 04:32 AM - Re: Woodcomp/Kremen propellers (Peter Grant)
7. 04:34 AM - Re: expansion tank (Kingsley Hurst)
8. 04:47 AM - Re: Re: Hand prop a Rotax? (Kingsley Hurst)
9. 06:17 AM - Re: expansion tank (Kingsley Hurst)
10. 06:18 AM - Re: Battery Compartment in Rear - Fixing it down. (Fred Fillinger)
11. 07:15 AM - Swap/Part Ex Jodel 1050 for a Europa (jon turner)
12. 07:33 AM - Fuel economy tests with Subaru and Catto prop (GLENN CROWDER)
13. 09:27 AM - Re: Fuel economy tests with Subaru and Catto prop (Duncan McFadyean)
14. 10:57 AM - Monowheel Up stop? (Ronald J. Parigoris)
15. 11:52 AM - Rough 914 (Dave Anderson)
16. 12:51 PM - Re: Aero-News: 'Best (and Worst) of Oshkosh 2004 (Steve & Eileen Genotte)
17. 01:27 PM - Re: Aero-News: 'Best (and Worst) of Oshkosh 2004 (MJKTuck@cs.com)
18. 01:40 PM - Trigear parts (Rocketman)
19. 02:56 PM - Re: Europa-List Digest: 28 Msgs - 08/27/04 (Graham Singleton)
20. 03:31 PM - Drilling the Control Column Bottom Fitting (Tony Renshaw)
21. 03:47 PM - Tri Maingear Manufacturer??? (Tony Renshaw)
22. 03:52 PM - Re: Rough 914 (Fred R. Klein)
23. 04:56 PM - Re: Rough 914 (Cliff Shaw)
24. 05:00 PM - Re: Drilling the Control Column Bottom Fitting (Cliff Shaw)
25. 05:13 PM - Re: Drilling the Control Column Bottom Fitting (Rocketman)
26. 05:34 PM - Re: Drilling the Control Column Bottom Fitting (Fred Fillinger)
27. 06:02 PM - Re: Drilling the Control Column Bottom Fitting (Robert Berube)
28. 06:17 PM - Re: Rough 914 ()
29. 09:22 PM - Re: Rough 914 (Mike Parkin)
30. 09:26 PM - Engine Gauges. (Mike Parkin)
31. 10:21 PM - Re: Rough 914 (owner-europa-list-server@matronics.com)
32. 11:24 PM - Re: Rough 914 (Richard Iddon)
Message 1
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| Subject: | RE: Hand propping |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
Regardless of whether it is possible to hand start a Rotax you won't get
me doing it if there is any other way around the problem. Hence I still
prefer to have an external power connection.
Nigel Charles
Message 2
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| Subject: | Re: RE: Hand prop a Rotax? |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Rob, 9312 fpm is 105.8 mph or 91.8 kts - still pretty fast, but allowing for
fact that you grasp blade perhaps 6 or 10 ins from tip, this would reduce
required handspeed by somewhere between 17 and 28% to between 76 and 88
mph. This is within the range that cricket balls are delivered. ( What's
cricket??!!) So with a 30 yd run up and a bit of practise, or with a degree
of desperation, maybe it is not quite so improbable. Cheers, David Joyce
----- Original Message -----
From: Rob Housman <RobH@hyperion-ef.com>
Subject: Europa-List: RE: Hand prop a Rotax?
> --> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
>
> Something is suspicious here.
>
> According to Rotax the engine must be up to 1200 RPM in order to start, so
> let's do some math. 1200 RPM divided by 2.43 (the gearbox ratio) is 494
RPM
> at the prop. If we assume a 72 inch diameter prop, then the tip speed is
> 494 rev/min times 3.1416 times 72 in/rev divided by 12 in/ft equals 9312
> ft/minute or 155 ft/sec. Hmmm, that's about 120 knots, and I don't think
> any human can move a hand that fast let alone actually turn a prop against
> the engine's compression.
>
> So.... either Rotax is wrong or...well, draw your own conclusion.
>
>
> 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]
> Subject:
>
> --> Europa-List message posted by:
>
> From: "Houlihan,Tim" <tim.houlihan@oce.co.uk>
> To: "'europa-list@matronics.com'" <europa-list@matronics.com>
> Subject: RE: Europa-List: Battery position
> Date: Fri, 27 Aug 2004 17:40:35 +0100
>
>
> ">Is an external power source point worth having?<
>
> If you don't an engine start with a flat aircraft battery will not be
> possible as you cannot hand crank a Rotax."
>
>
> Over the past three months I have spoken to two pilots who have hand
started
> their 912 equipped aircraft.
> I truly believe both of them.
>
> One of them found that the rising tide was a great incentive !!
>
> He landed on a beach to assist another microlight. When he came to restart
> the engine the battery was flat and the waves were only a few metres away.
> So he hand started it and saved the day !
>
> He tells me he had done this previously and was surprised when I told it
> could not be done !!!
>
> Tim Houlihan
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> ________________________________________________________________________
>
>
Message 3
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| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Peter, I could do, but would prefer to wait until there is a UK agent in
place Regards, David
----- Original Message -----
From: Peter Grant <peter@us-eurolink.co.uk>
Subject: RE: Europa-List: Woodcomp/Kremen propellers
> --> Europa-List message posted by: "Peter Grant" <peter@us-eurolink.co.uk>
>
> Why not write about for the magazine? Sounds like it could be of real
> interest.
>
> 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 David Joyce
> To: Europa list
> Subject: Europa-List: Woodcomp/Kremen propellers
>
> --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
>
> I am pleased to say that Frances Donaldson has just increased the blade
life
> limit on the SR2000 prop from 3 yrs to 6 yrs and said he expects to be
able
> to remove that limit altogether in a couple of years or so. This has made
it
> a commercial proposition to sell them in the UK and a major player in the
UK
> GA marketpkace is pursuing the possibility of becoming their agent.
> The Europa 6 Nations tour ( G-HOFC, G-RIXS, G-PTAG, G-NEAT &
G-XSDJ)
> visited the Kremen factory last week and were impressed and unanimous that
> when their current props gave up they would reequip with a Kremen. I
> understand that Bryan Alsop has just bought one for 2600 Euros which
> included spinner, wiring, CS unit, delivery and instruments, with total
> weight of 9.8 Kg
> David Joyce, G-XSDJ
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> ________________________________________________________________________
>
>
Message 4
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| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Duncan, They never had one. At one stage they expressed an interest but FD's
3yr stipulation put them off and in any case Kremen prefer the idea of
Connair.
I talked to Jiri about yourprop design paper. He said it was long
and the English complex but he felt it didn't simply extend from 2 blade
props to 3 and to props with differnt secions. I think he implied that all
props should be optimised for the climb phase which is more critical unless
you are into racing. Finally he said that a firm (whose name he gave me but
I have forgotten) tested the kremen SR2000 and the Rospeller for their new
fibreglass plane. The Rospeller has significantly more twist than the
Kremen. They found that climb & cruise performance were identical but engine
cooling was worse with the Rospeller, so they have chosen the Kremen. Sorry
I did not get time (in what turned out to be a hectic schedule) to push him
to produce a more in depth critique of the paper.
Cheers, David----- Original Message -----
From: Duncan McFadyean <ami@mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Woodcomp/Kremen propellers
> --> Europa-List message posted by: "Duncan McFadyean"
<ami@mcfadyean.freeserve.co.uk>
>
> What happened to ST Aviation's Kremin agency?
>
> Duncan McF.
> ----- Original Message -----
> From: "David Joyce" <davidjoyce@doctors.org.uk>
> To: "Europa list" <europa-list@matronics.com>
> Subject: Europa-List: Woodcomp/Kremen propellers
>
>
> > --> Europa-List message posted by: "David Joyce"
> <davidjoyce@doctors.org.uk>
> >
> > I am pleased to say that Frances Donaldson has just increased the blade
> life limit on the SR2000 prop from 3 yrs to 6 yrs and said he expects to
be
> able to remove that limit altogether in a couple of years or so. This has
> made it a commercial proposition to sell them in the UK and a major player
> in the UK GA marketpkace is pursuing the possibility of becoming their
> agent.
> > The Europa 6 Nations tour ( G-HOFC, G-RIXS, G-PTAG, G-NEAT &
> G-XSDJ) visited the Kremen factory last week and were impressed and
> unanimous that when their current props gave up they would reequip with a
> Kremen. I understand that Bryan Alsop has just bought one for 2600 Euros
> which included spinner, wiring, CS unit, delivery and instruments, with
> total weight of 9.8 Kg
> > David Joyce, G-XSDJ
> >
> >
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> ________________________________________________________________________
>
>
Message 5
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| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Thanks for asking the question and posting the response David.
I understand where Jiri was coming from on this, although the usual
recommendation is to optimise prop blade twist for the "service" condition,
which means 'cruise', where it spends most of its working life.
With a VP prop and with the inverse-cube relationship between power and
performance, there would be little detectable difference in climb or top
speed with different blade twist optimisations, as Jiri points out.
However, if in the cruise the prop is running at 83% efficiency rather than
an off-optimum 75%, then fuel economy would be improved by 10%. That's 450
gallons of fuel over the life of the engine!
Regards,
Duncan.
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Subject: Re: Europa-List: Woodcomp/Kremen propellers
> --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
>
> Duncan, They never had one. At one stage they expressed an interest but
FD's
> 3yr stipulation put them off and in any case Kremen prefer the idea of
> Connair.
> I talked to Jiri about yourprop design paper. He said it was
long
> and the English complex but he felt it didn't simply extend from 2 blade
> props to 3 and to props with differnt secions. I think he implied that all
> props should be optimised for the climb phase which is more critical
unless
> you are into racing. Finally he said that a firm (whose name he gave me
but
> I have forgotten) tested the kremen SR2000 and the Rospeller for their new
> fibreglass plane. The Rospeller has significantly more twist than the
> Kremen. They found that climb & cruise performance were identical but
engine
> cooling was worse with the Rospeller, so they have chosen the Kremen.
Sorry
> I did not get time (in what turned out to be a hectic schedule) to push
him
> to produce a more in depth critique of the paper.
> Cheers, David----- Original Message -----
> From: Duncan McFadyean <ami@mcfadyean.freeserve.co.uk>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Woodcomp/Kremen propellers
>
>
> > --> Europa-List message posted by: "Duncan McFadyean"
> <ami@mcfadyean.freeserve.co.uk>
> >
> > What happened to ST Aviation's Kremin agency?
> >
> > Duncan McF.
> > ----- Original Message -----
> > From: "David Joyce" <davidjoyce@doctors.org.uk>
> > To: "Europa list" <europa-list@matronics.com>
> > Subject: Europa-List: Woodcomp/Kremen propellers
> >
> >
> > > --> Europa-List message posted by: "David Joyce"
> > <davidjoyce@doctors.org.uk>
> > >
> > > I am pleased to say that Frances Donaldson has just increased the
blade
> > life limit on the SR2000 prop from 3 yrs to 6 yrs and said he expects to
> be
> > able to remove that limit altogether in a couple of years or so. This
has
> > made it a commercial proposition to sell them in the UK and a major
player
> > in the UK GA marketpkace is pursuing the possibility of becoming their
> > agent.
> > > The Europa 6 Nations tour ( G-HOFC, G-RIXS, G-PTAG, G-NEAT &
> > G-XSDJ) visited the Kremen factory last week and were impressed and
> > unanimous that when their current props gave up they would reequip with
a
> > Kremen. I understand that Bryan Alsop has just bought one for 2600 Euros
> > which included spinner, wiring, CS unit, delivery and instruments, with
> > total weight of 9.8 Kg
> > > David Joyce, G-XSDJ
> > >
> > >
> >
> >
> > ________________________________________________________________________
> > Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> > ________________________________________________________________________
> >
> >
>
>
Message 6
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| Subject: | Woodcomp/Kremen propellers |
--> Europa-List message posted by: "Peter Grant" <peter@us-eurolink.co.uk>
OK, advise when ready
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 David Joyce
Subject: Re: Europa-List: Woodcomp/Kremen propellers
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Peter, I could do, but would prefer to wait until there is a UK agent in
place Regards, David
----- Original Message -----
From: Peter Grant <peter@us-eurolink.co.uk>
Subject: RE: Europa-List: Woodcomp/Kremen propellers
> --> Europa-List message posted by: "Peter Grant" <peter@us-eurolink.co.uk>
>
> Why not write about for the magazine? Sounds like it could be of real
> interest.
>
> 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 David Joyce
> To: Europa list
> Subject: Europa-List: Woodcomp/Kremen propellers
>
> --> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
>
> I am pleased to say that Frances Donaldson has just increased the blade
life
> limit on the SR2000 prop from 3 yrs to 6 yrs and said he expects to be
able
> to remove that limit altogether in a couple of years or so. This has made
it
> a commercial proposition to sell them in the UK and a major player in the
UK
> GA marketpkace is pursuing the possibility of becoming their agent.
> The Europa 6 Nations tour ( G-HOFC, G-RIXS, G-PTAG, G-NEAT &
G-XSDJ)
> visited the Kremen factory last week and were impressed and unanimous that
> when their current props gave up they would reequip with a Kremen. I
> understand that Bryan Alsop has just bought one for 2600 Euros which
> included spinner, wiring, CS unit, delivery and instruments, with total
> weight of 9.8 Kg
> David Joyce, G-XSDJ
>
>
> ________________________________________________________________________
> Doctors.net.uk e-mail protects you from viruses and unsolicited messages
> ________________________________________________________________________
>
>
Message 7
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| Subject: | Re: expansion tank |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
> Patrick Griffin wrote:-
> Are you sure the water gets sucked back in when it cools? I can see how
the water gets pushed up into the expansion tank when it expands but the
pressure cap will be closed when the water cools thus stopping the water
from returning from the expansion tank.
Patrick,
Not trying to teach you how to suck eggs but just in case you are still
unclear on the function of the overflow :-
If you remove the pressure cap on your engine (Rotax 912, 914), you will
note there is a brass coloured round disc in the middle underneath the main
seal. This little disc is like a reed valve. It is spring loaded to keep
it closed in the first instance (check it with your finger nail) and the
pressure build up in the cooling system forces it closed even more. When
the water in the cooling system expands, the main or primary seal is forced
open against the large spring between the cap and the seal and the liquid
flows to the overflow bottle as you have already stated. When things cool
down and the water in the engine and hoses contracts again, atmospheric
pressure on the liquid in the overflow bottle pushes the excess in the
overflow bottle back into the cooling system through that smaller valve in
the middle of the primary seal (or valve) displacing that little valve
against the relatively weak spring tension which is trying to hold it
closed.
I would point out that this system works well when the main seal of the
radiator cap is in good condition. If the main seal is perished or cracked,
when the cooling system cools down, atmospheric pressure is able to force
air through these cracks and into the cooling system leaving the overflow
bottle full. Consequently, in vehicles with this same principle, I have
learned never to trust the radiator is full by confirming there is water in
the overflow bottle. I always now remove the cap and physically check it is
full to the brim as it should be. If the water level is down, there is air
in the system which I'm sure should not be there.
Regards
Kingsley Hurst
Mono Classic 281 in Oz. Bit more done on the rigging of the trailer today.
Message 8
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| Subject: | Re: RE: Hand prop a Rotax? |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
> This is within the range that cricket balls are delivered. ( What's
> cricket??!!)
Cricket by definition is a game played with a bat and ball and loved by the
Pommies except when they get flogged by Australia.!
Sorry, Bob, Nev and others, couldn't resist the temptation!
Do not archive.
Message 9
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| Subject: | Re: expansion tank |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
Erratum
Patrick and all,
Had just turned in and put my head on the pillow when I realised I told an
untruth a couple of hours ago.
I said in my last posting . . . 'I would point out that this system works
well when the main seal of the
radiator cap is in good condition. If the main seal is perished or cracked
. . . . . . .'
At this point, "main seal" should have been referred to as "the fixed seal
immediately under the cap" because if this seal leaks, air bypasses the
overflow bottle through this cracked or otherwise faulty seal to get into
the cooling system through the same valve as the water should return
through.
Notwithstanding this, the main seal does also have to be in good condition
too of course to maintain the required pressure in the system.
Apologies if this caused/causes any confusion. . . . . Arrrh, I'm going back
to bed !
Kingsley
Message 10
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| Subject: | Re: Battery Compartment in Rear - Fixing it down. |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
Mike Parkin wrote:
>
> It is true that the cables to a rear mounted battery would way more.
> However, I would argue that access is easier with a rear mounted
battery.
> Four screws of baggage bay panel as opposed to 20 or so screws in
the top
> cowling. Furthermore, after jump-starting a flat battery to get you
home -
> ....
I agree, Mike, and would add also that if a 914 w/o two
battery/charging systems, jump-starting and then going flying I think
is risky.
Also, if an RG battery, there's no maintenance to do other than annual
inspection. No gases to crud terminals, and charging and testing can
be done at any convenient access point. It's moot if W&B dictates,
but an RG battery installed in the hot engine compartment can have
reduced useful life, and if alternator output voltage cannot be
adjusted, the more frequent need to recharge. Which increases the
chances a jump start might be needed!
Reg,
Fred F.
Message 11
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| Subject: | Swap/Part Ex Jodel 1050 for a Europa |
--> Europa-List message posted by: "jon turner" <jonturner@hotmail.com>
Before I advertise to sell my Jodel would anyone be interested in swapping/Part
Ex my Jodel 1050 Ambassadeur for a Europa? The only requirement is that it comes
with a trailer and has a Rotax engine.
My Jodel 1050 4 seater (2+2). Original manufacture (<st1:stockticker>SAN</st1:stockticker>)
1960 Complete Rebuilt 1997 excellent condition, inside and out with
Continental 0200 engine 60 hours STOH 1600<st1:stockticker>TTE</st1:stockticker>,
2700 TTAF
Very nice interior, usual full panel, with VOR, Radio Transponder, Garmin 296 powered
from panel.
105kts cruise, cleared Mogas
Cockpit covers
Always hangared and maintained to a very high standard.
C of A Jan 2007, but awaiting transfer to permit later in year, according to <st1:stockticker>CAA</st1:stockticker>
<st1:stockticker>PFA</st1:stockticker> under
EASA regs
Pics and details please call or email any time.
Thanks,
Jon
07899 843998
Message 12
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| Subject: | Fuel economy tests with Subaru and Catto prop |
--> Europa-List message posted by: "GLENN CROWDER" <gcrowder2@hotmail.com>
Last Saturday morning I took up a 210 lb passenger for my first dual
flight with a new Catto 3 bladed fix pitch 64 x 62 prop. This prop has a
large amount of twist, starting with about 45 degrees at the root. I only
had 8 gal total in the tank and pumped up the monowheel to 25 lbs. DA was
6600 ft and OAT about 80F with no wind. We were at full gross. The takeoff
roll was up to about 1000 ft, could have been shorter, but I held it on the
runway probably longer than necessary for safety. My engine is a 130 hp Ram
Performance modified Soob EA81 NA. This was also a first flight after
installing the Europa speed fairing kit. Climb rate was mostly 800 fpm,
sometimes 1000. I wanted to see if the speed fairings had helped any and
did a one way speed run at 7500 ft straight and level at 170 mph GPS. There
was no bumps and no wind. I had
done a solo speed run 2 weeks prior and had shown a similiar 170 mph with no
speed kit. I'm
not sure the speed fairing kit is adding any extra speed but need to do some
solo tests.
My buddy flies a O-360 powered Lancair and was not used to the high engine
rpm of a geared engine and preferred to slow down to 4000 rpm to closer
approximate the 2700 rpm or so of
his engine. We noticed the Matronics fuel flow meter keep dropping and
dropping at 4000 rpm, settling on 2.6 gph. We flew a big 10 mile circle
around the airport to offset any wind, and
GPS speeds averaged right at 110 mph. Then we tried a circle at 3500 rpm.
This worked out
to 95 mph. Fuel burn was down to 2.1! This works out to 45 mpg!
Fuel burn basically doubles from 4000 rpm to 5000 rpm. This is very handy
information to know if you have to stretch that tank! The Europa is an
amazingly efficient little plane!
Glenn Crowder
Golden, Colorado USA
Get ready for school! Find articles, homework help and more in the Back to
Message 13
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| Subject: | Re: Fuel economy tests with Subaru and Catto prop |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Interesting.
Your fuel burn vs speed is identical to mine; climb rate slightly less and
top speed slightly more .
4000 to 5000 also almost doubles fuel burn rate on mine, which is a 912S.
Assuming your figures are in US gal.
Duncan McF.
----- Original Message -----
From: "GLENN CROWDER" <gcrowder2@hotmail.com>
Subject: Europa-List: Fuel economy tests with Subaru and Catto prop
> --> Europa-List message posted by: "GLENN CROWDER" <gcrowder2@hotmail.com>
>
> Last Saturday morning I took up a 210 lb passenger for my first dual
> flight with a new Catto 3 bladed fix pitch 64 x 62 prop. This prop has a
> large amount of twist, starting with about 45 degrees at the root. I only
> had 8 gal total in the tank and pumped up the monowheel to 25 lbs. DA was
> 6600 ft and OAT about 80F with no wind. We were at full gross. The
takeoff
> roll was up to about 1000 ft, could have been shorter, but I held it on
the
> runway probably longer than necessary for safety. My engine is a 130 hp
Ram
> Performance modified Soob EA81 NA. This was also a first flight after
> installing the Europa speed fairing kit. Climb rate was mostly 800 fpm,
> sometimes 1000. I wanted to see if the speed fairings had helped any and
> did a one way speed run at 7500 ft straight and level at 170 mph GPS.
There
> was no bumps and no wind. I had
> done a solo speed run 2 weeks prior and had shown a similiar 170 mph with
no
> speed kit. I'm
> not sure the speed fairing kit is adding any extra speed but need to do
some
> solo tests.
> My buddy flies a O-360 powered Lancair and was not used to the high
engine
> rpm of a geared engine and preferred to slow down to 4000 rpm to closer
> approximate the 2700 rpm or so of
> his engine. We noticed the Matronics fuel flow meter keep dropping and
> dropping at 4000 rpm, settling on 2.6 gph. We flew a big 10 mile circle
> around the airport to offset any wind, and
> GPS speeds averaged right at 110 mph. Then we tried a circle at 3500 rpm.
> This worked out
> to 95 mph. Fuel burn was down to 2.1! This works out to 45 mpg!
> Fuel burn basically doubles from 4000 rpm to 5000 rpm. This is very
handy
> information to know if you have to stretch that tank! The Europa is an
> amazingly efficient little plane!
>
> Glenn Crowder
> Golden, Colorado
USA
>
> Get ready for school! Find articles, homework help and more in the Back to
>
>
Message 14
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| Subject: | Monowheel Up stop? |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
What is favored way to install gear upstop?
I saw somewhere 2 blocks that go between the swing arm and the lower actuation
arm,
but that puts a sharp edge of the actuation arm on the tufnal blocks. Also if you
put
the full weight of the aircraft on the stops, I am wondering if the pin that goes
through the swing arm and holds the lower actuation plate can take the extra loads
that will be upon it?
I am thinking in the event gear retracts on landing, the up stop should support
the
weight of the aircraft?
Is there any other preferred ways of adding an up stop?
Thx.
Ron Parigoris
Message 15
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--> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
Hi group,
Here is another problem to solve. I have noticed a roughness at the middle range
of RPM on the 914 engine. During run-up, I have never gotten better than about
300 RPM drop - usually more. Bottom line - a not very satisfying run-up. It
has always been that way. I once had a problem with very rough running after
pulling the engine back to cruise power. That turned out to be a split in one
of the little rubber hoses coming off the airbox - a simple fix. In the last few
hours of running, I am getting a similar roughness, but much more subtle. On
today's flight, a mag check at about 25 inches and 5000 rpm reveals roughness
on each mag - equally. If I keep the 25 inches and increase the RPM to 5500,
the mag check is smooth. IT is very smooth at climb power of 35 inches and 5500
RPM. Also, I have been getting an increased shaking at taxi speed with the
rpm at about 2500, when the engine is cold. That is a new thing too.
Upon returning from OSH, I noticed green stain that appeared to be coming from
my drain lines from the airbox/carb catch bowl. To experiment, I put a catch container
in the airbox drain line. I always thought it was putting out oil there,
but this morning inspection it became obvious it is fuel, not oil. There is
fuel in my airbox.
The way I understand the system, there is a line from the airbox to the airbox
pressure sensor and the fuel pressure regulator. That is how it maintains the
fuel pressure at 2 to 5 PSI above airbox pressure. There are also two more connections
to the airbox going from the right side and the left side to a valve
of some sort and then from there to the carb float bowls - presumably to keep
them pressurized. There is an electrical connection that goes from this valve
to the computer, so I think it uses a different pressure tap from the airbox to
pressurize the carb float bowl depending on the throttle position. There is
a throttle position sensor on the port carb.
What if the proper pressure is not getting to the carbs - where there is too much
fuel pressure, therefore causing the carb float bowl to overflow? That is what
they say in the operator's manual. What other way could fuel be getting into
the airbox? Has anyone ever seen such a thing on their 914 engine?
I never get easy problems. They always seem to be perplexing problems and always
on Friday night or Saturday morning so I have to wait 48 hours before I can
start to deal with them.
Thanks,
Dave
A227
Mini U2
232TT
Message 16
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| Subject: | Aero-News: 'Best (and Worst) of Oshkosh 2004 |
--> Europa-List message posted by: "Steve & Eileen Genotte" <genottes@wi.rr.com>
Your link leads me directly to the site's home page, Martin, though I'm
positive that is no fault of yours. I've searched the site for nearly 40
minutes for the section you mention and no joy.
P.S. Never be surprised by comments by the Zoomster.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of MJKTuck@cs.com
Subject: Europa-List: Aero-News: 'Best (and Worst) of Oshkosh 2004
--> Europa-List message posted by: MJKTuck@cs.com
Hi Guys,
Aero-News: 'Best (and Worst) of Oshkosh 2004'
Kind of surprised by the winner of the 'Exercises in Futility 2004' Award
and
associated comments:
... not so surprised by the first runner up.
Check out the article at (complete article address shown below):
http://www.aero-news.net/index.cfm?ContentBlockID=32ba355a-6857-4e05-8b2f-61
55
f45e5db2&
Regards,
Martin Tuck
Europa N152MT
Wichita, Kansas
Message 17
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| Subject: | Re: Aero-News: 'Best (and Worst) of Oshkosh 2004 |
--> Europa-List message posted by: MJKTuck@cs.com
In a message dated 8/28/2004 2:52:47 PM Central Standard Time,
genottes@wi.rr.com writes:
> Your link leads me directly to the site's home page, Martin, though I'm
> positive that is no fault of yours. I've searched the site for nearly 40
> minutes for the section you mention and no joy.
>
> P.S. Never be surprised by comments by the Zoomster.
I checked and they do seem to have lost a few days in their list. The link
specifically to their Oshkosh report is also missing the 'Part 4' which covered
the Liberty and Europa comments (perhaps not such a bad thing). The Editor
does seem to take it upon himself to indulge in personal attacks - in fact there
seems to be an ongoing battle with a number of the people and companies he has
written about - I believe th EAA tried to refuse him entry to Sun & Fun
because of previous comments he has made about that.
Martin
Message 18
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--> Europa-List message posted by: Rocketman <topglock@cox.net>
Does anyone have two torque plates, a nose strut and a nose fork, for a
trigear, that they are willing to sell? Or, have a source for these parts?
Thanks for any help...
--
Jeff A055
Builders Log: http://www.N55XS.com
Message 19
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| Subject: | Re: Europa-List Digest: 28 Msgs - 08/27/04 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 27/08/2004 -0700, you wrote:
>expansion tank
>
>--> Europa-List message posted by: Annalights@aol.com
>
>Graham,
>Are you sure the water gets sucked back in when it cools? I can see how
>the water
>gets pushed up into the expansion tank when it expands but the pressure cap
>will be closed when the water cools thus stopping the water from returning
>from
>the expansion tank.
>Patrick Griffin
Patrick
yes I am. The pressure cap is a two way valve. Not obvious at first but
that's the way it's designed. There's a small inlet non return as well as
the pressure sensitive Relief valve.
Graham
Message 20
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| Subject: | Drilling the Control Column Bottom Fitting |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Gidday,
I am wondering how I am going to get my control stick wiring past the pivot
bolt that supports the Control Column Bottom Fitting? The wiring is
bundled, and is larger than the voids either side of the pivot bolt. I am
wondering if I can drill through the portion immediately below the tufnol
insert that surrounds the base of the stick? I would drill it such that the
wires would come out in an aft direction, and then through an access in the
front vertical face of the thigh support. So, has anyone else done this and
care to make any recommendations? All help greatfully received.
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
Message 21
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| Subject: | Tri Maingear Manufacturer??? |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Gidday again,
Anyone know the maingear supplier of the Tri legs?
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
Message 22
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--> Europa-List message posted by: "Fred R. Klein" <fklein@orcasonline.com>
on 8/28/04 10:52 AM, Dave Anderson at dja767@charter.net wrote:
> --> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
>
> Hi group,
>
>
> Here is another problem to solve. I have noticed a roughness at the middle
> range of RPM on the 914 engine...
>I never get easy problems. They always seem to be perplexing problems...
$.02 worth of comment, unfortunately of no help to Dave:
I'm most sympathetic with anyone who experiences recurring engine problems;
Dave's appears (to me) to be another of a long string of complaints or
difficulties by many Europa flyers with the Rotax engines. In reading them,
I am increasingly distressed in that one of the primary factors leading up
to my decision to buy the Europa was that it was paired with a reliable
engine based on current (rather than 1930-1940's) technology...I just
couldn't justify going with alternatives which relied on the
Lycoming/Continental paradigm.
From the shared experiences I read about, my confidence in the Rotax appears
misplaced.
I'll be upfront by saying I've yet to invest a nickel in the Europa FFWD
kit, so I have an open mind (and eventually an open-but-limited-pocketbook)
to consider the obvious question about moving forward with my original
intention of sticking with the integrated, well-proven, stock,
company-supported, hi tech, Rotax FFWD package.
Perhaps I'm only reading about the squeaky wheels...perhaps there are
several hundred Rotax-engined Europas putting in fuel, tearing up the skies,
changing oil, having a ball and nary a squawk. I've monitored the
transatlantic globe girdling trip of that German diplomat (my apologies, his
name escapes me)...surely his installation speaks to reliability.
Unfortunately, my sense is that the Rotax needs a lot of, if not constant,
tweaking.
Of course I've read nothing to suggest that Rotaxes are falling out of the
skies, but my goal (or is it an impossible dream?) with my Europa is to log
500-1000 hours with only "normal" maintenance after an initial shakedown
...something akin to the 550 hrs. I've logged in my 1946 Stinson. Seems
reasonable what with our technological advances.
To that end, I'm willing to be shown the errors in my assessment, but I'm
also willing to look at alternatives...as long as I can stay away from
putting an original airframe/powerplant together, something which is far
beyond my competance. I would consider, for example, going with a CAM 125
ala Alex Bowman's monowheel, pictures of which along with minimal narrative
are available at http://www.firewall.ca/main.html (click on Photo Gallery),
should all FFWD components become available. (I first saw Alex's completed
ship at the EAA Arlington WA fly in and it was very impressive.)
...somewhat perplexed...
Fred
A194, happily starting on wings
Message 23
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--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Dave , Fred
My experience with rough running has lead me to believe the people at
Lockwood. I call them with a long string of "rough running" symptoms and
right away they said "Balance the Carburetors"
Now I consider my self a pretty good mechanical guy. I thought I had them
balanced well. BUT, I got a Carb Balancing kit (manometer with tubes and
mercury) from a motorcycle shop. It showed me the error of my thinking.
The end results is with a manometer (of two matched vacuum gauges) you can
get it right on. In fact the bodan cable can be adjusted and a difference
in reading can be noted in 1/2 of a 6th of a turn of the nut. I used the
calculator to figure out the movement of the cable, It is .002" movement
of the bodan cable. I measured that much difference in the vacuum on the
carbs.
The Lockwood people said the stain I saw was fuel. It comes from the carbs
overflowing because the float vibrated and lets too much fuel in. Smooth
running engines don't vibrate and the carbs don't overflow. Another thing I
saw in reading up on this is that the carb balancing is a 100 hour service
recordation.
"That is my 2 cents worth. Thanks for listening !"
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
Flying and having a good time.. "Try it, you will like it !"
PS: I got the Rotax MM in PDF from the link on the Europa factory web page.
Message 24
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| Subject: | Re: Drilling the Control Column Bottom Fitting |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Toney
I ran my control stick wires in just like you described. Be sure to smooth
up the edges of the hole so the wire does not chafe.
Gear legs---- Ask John Hurst, he has a USA source.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
Like I said before --- Loving the flying of "Wile E. Coyote"
Message 25
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| Subject: | Re: Drilling the Control Column Bottom Fitting |
--> Europa-List message posted by: Rocketman <topglock@cox.net>
Tony Renshaw wrote:
>--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
>
>Gidday,
>I am wondering how I am going to get my control stick wiring past the pivot
>bolt that supports the Control Column Bottom Fitting? The wiring is
>bundled, and is larger than the voids either side of the pivot bolt. I am
>wondering if I can drill through the portion immediately below the tufnol
>insert that surrounds the base of the stick? I would drill it such that the
>wires would come out in an aft direction, and then through an access in the
>front vertical face of the thigh support. So, has anyone else done this and
>care to make any recommendations? All help greatfully received.
>
>Reg
>Tony Renshaw
>Sydney Australia
>
>
Tony,
I ran mine just like that. Slipped a piece of shrink tubing over the
wires, as they exited the housing, then routed them down the inside of
the tufnol bearing support, to the floor and directly into the tunnel,
holding them in place with silicon, until I can carpet over them.
--
Jeff A055
Builders Log: http://www.N55XS.com
Message 26
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| Subject: | Re: Drilling the Control Column Bottom Fitting |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
Tony Renshaw wrote:
> Gidday,
> I am wondering how I am going to get my control stick wiring past
the pivot
> bolt that supports the Control Column Bottom Fitting?
You may wish to consider the gauge wiring you are using. I can't
think of any function wired to a device at the top of the stick that
requires anything larger than even #30 for intermittent use, although
#24-26 may be more workable wherever it terminates. You can buy
multi-conductor cable with whatever gauge desired, with sleeving for
additional chafe protection, from online electronics surplus houses.
Reg,
Fred F.
Message 27
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| Subject: | Drilling the Control Column Bottom Fitting |
--> Europa-List message posted by: "Robert Berube" <bberube@tampabay.rr.com>
John has a couple sets of main gear legs in stock at the Lakeland office.
Bob Berube
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Cliff Shaw
Subject: Re: Europa-List: Drilling the Control Column Bottom Fitting
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Toney
I ran my control stick wires in just like you described. Be sure to smooth
up the edges of the hole so the wire does not chafe.
Gear legs---- Ask John Hurst, he has a USA source.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
Like I said before --- Loving the flying of "Wile E. Coyote"
Message 28
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--> Europa-List message posted by: <kbcarpenter@comcast.net>
Put me down as one who is happy with the Rotax 914. There have been a few
minor issues in the first 250 hours, but they are not the engine's fault.
It did help to balance the carburetors. I had to adjust the turbo linkage.
Overheating was an issue early on, now solved but not the engines fault.
Every engine has these quirks. I have a Skylane and have to replace exhaust
gaskets more often than I think I should, its a nagging issue for 25
years(also the starter going bad, the voltage regulator replace. on AD
mags,etc). I consider the Lycoming O 540 a fine engine anyway. Things break
and you fix them. From what I hear, the Rotax engine has a good record of
getting people back on the ground safely. It can run rough if you give it a
lot of 100LL and no TCP. It is designed to run best on auto gas. I like
the Rotax quiet operation. It is very neighbor friendly in the noise
department. Look them all over but I think you are correct that the squeaky
wheels are the ones most often heard.
Ken Carpenter
A123 N9XS 914 Mono
----- Original Message -----
From: "Fred R. Klein" <fklein@orcasonline.com>
Subject: Re: Europa-List: Rough 914
> --> Europa-List message posted by: "Fred R. Klein"
<fklein@orcasonline.com>
>
> on 8/28/04 10:52 AM, Dave Anderson at dja767@charter.net wrote:
>
> > --> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
> >
> > Hi group,
> >
> >
> > Here is another problem to solve. I have noticed a roughness at the
middle
> > range of RPM on the 914 engine...
>
> >I never get easy problems. They always seem to be perplexing problems...
>
>
> $.02 worth of comment, unfortunately of no help to Dave:
>
> I'm most sympathetic with anyone who experiences recurring engine
problems;
> Dave's appears (to me) to be another of a long string of complaints or
> difficulties by many Europa flyers with the Rotax engines. In reading
them,
> I am increasingly distressed in that one of the primary factors leading up
> to my decision to buy the Europa was that it was paired with a reliable
> engine based on current (rather than 1930-1940's) technology...I just
> couldn't justify going with alternatives which relied on the
> Lycoming/Continental paradigm.
>
> From the shared experiences I read about, my confidence in the Rotax
appears
> misplaced.
>
> I'll be upfront by saying I've yet to invest a nickel in the Europa FFWD
> kit, so I have an open mind (and eventually an
open-but-limited-pocketbook)
> to consider the obvious question about moving forward with my original
> intention of sticking with the integrated, well-proven, stock,
> company-supported, hi tech, Rotax FFWD package.
>
> Perhaps I'm only reading about the squeaky wheels...perhaps there are
> several hundred Rotax-engined Europas putting in fuel, tearing up the
skies,
> changing oil, having a ball and nary a squawk. I've monitored the
> transatlantic globe girdling trip of that German diplomat (my apologies,
his
> name escapes me)...surely his installation speaks to reliability.
> Unfortunately, my sense is that the Rotax needs a lot of, if not constant,
> tweaking.
>
> Of course I've read nothing to suggest that Rotaxes are falling out of the
> skies, but my goal (or is it an impossible dream?) with my Europa is to
log
> 500-1000 hours with only "normal" maintenance after an initial shakedown
> ...something akin to the 550 hrs. I've logged in my 1946 Stinson. Seems
> reasonable what with our technological advances.
>
> To that end, I'm willing to be shown the errors in my assessment, but I'm
> also willing to look at alternatives...as long as I can stay away from
> putting an original airframe/powerplant together, something which is far
> beyond my competance. I would consider, for example, going with a CAM 125
> ala Alex Bowman's monowheel, pictures of which along with minimal
narrative
> are available at http://www.firewall.ca/main.html (click on Photo
Gallery),
> should all FFWD components become available. (I first saw Alex's completed
> ship at the EAA Arlington WA fly in and it was very impressive.)
>
> ...somewhat perplexed...
>
> Fred
> A194, happily starting on wings
>
>
Message 29
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--> Europa-List message posted by: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
I am reluctant to tempt providence but I also am very happy with my Rotax
914. Starts first time everytime and so far (touch wood) has not missed a
beat. My own tips fwiw are pay particular attention to Carb balancing,
dynamic prop balancing and keep away from Avgas as far as possible.
regards,
Mike (G-JULZ)
----- Original Message -----
From: <kbcarpenter@comcast.net>
Subject: Re: Europa-List: Rough 914
> --> Europa-List message posted by: <kbcarpenter@comcast.net>
>
> Put me down as one who is happy with the Rotax 914. There have been a few
> minor issues in the first 250 hours, but they are not the engine's fault.
> It did help to balance the carburetors. I had to adjust the turbo linkage.
> Overheating was an issue early on, now solved but not the engines fault.
> Every engine has these quirks. I have a Skylane and have to replace
exhaust
> gaskets more often than I think I should, its a nagging issue for 25
> years(also the starter going bad, the voltage regulator replace. on AD
> mags,etc). I consider the Lycoming O 540 a fine engine anyway. Things
break
> and you fix them. From what I hear, the Rotax engine has a good record of
> getting people back on the ground safely. It can run rough if you give it
a
> lot of 100LL and no TCP. It is designed to run best on auto gas. I like
> the Rotax quiet operation. It is very neighbor friendly in the noise
> department. Look them all over but I think you are correct that the
squeaky
> wheels are the ones most often heard.
> Ken Carpenter
> A123 N9XS 914 Mono
> ----- Original Message -----
> From: "Fred R. Klein" <fklein@orcasonline.com>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Rough 914
>
>
> > --> Europa-List message posted by: "Fred R. Klein"
> <fklein@orcasonline.com>
> >
> > on 8/28/04 10:52 AM, Dave Anderson at dja767@charter.net wrote:
> >
> > > --> Europa-List message posted by: "Dave Anderson"
<dja767@charter.net>
> > >
> > > Hi group,
> > >
> > >
> > > Here is another problem to solve. I have noticed a roughness at the
> middle
> > > range of RPM on the 914 engine...
> >
> > >I never get easy problems. They always seem to be perplexing
problems...
> >
> >
> > $.02 worth of comment, unfortunately of no help to Dave:
> >
> > I'm most sympathetic with anyone who experiences recurring engine
> problems;
> > Dave's appears (to me) to be another of a long string of complaints or
> > difficulties by many Europa flyers with the Rotax engines. In reading
> them,
> > I am increasingly distressed in that one of the primary factors leading
up
> > to my decision to buy the Europa was that it was paired with a reliable
> > engine based on current (rather than 1930-1940's) technology...I just
> > couldn't justify going with alternatives which relied on the
> > Lycoming/Continental paradigm.
> >
> > From the shared experiences I read about, my confidence in the Rotax
> appears
> > misplaced.
> >
> > I'll be upfront by saying I've yet to invest a nickel in the Europa FFWD
> > kit, so I have an open mind (and eventually an
> open-but-limited-pocketbook)
> > to consider the obvious question about moving forward with my original
> > intention of sticking with the integrated, well-proven, stock,
> > company-supported, hi tech, Rotax FFWD package.
> >
> > Perhaps I'm only reading about the squeaky wheels...perhaps there are
> > several hundred Rotax-engined Europas putting in fuel, tearing up the
> skies,
> > changing oil, having a ball and nary a squawk. I've monitored the
> > transatlantic globe girdling trip of that German diplomat (my apologies,
> his
> > name escapes me)...surely his installation speaks to reliability.
> > Unfortunately, my sense is that the Rotax needs a lot of, if not
constant,
> > tweaking.
> >
> > Of course I've read nothing to suggest that Rotaxes are falling out of
the
> > skies, but my goal (or is it an impossible dream?) with my Europa is to
> log
> > 500-1000 hours with only "normal" maintenance after an initial shakedown
> > ...something akin to the 550 hrs. I've logged in my 1946 Stinson. Seems
> > reasonable what with our technological advances.
> >
> > To that end, I'm willing to be shown the errors in my assessment, but
I'm
> > also willing to look at alternatives...as long as I can stay away from
> > putting an original airframe/powerplant together, something which is far
> > beyond my competance. I would consider, for example, going with a CAM
125
> > ala Alex Bowman's monowheel, pictures of which along with minimal
> narrative
> > are available at http://www.firewall.ca/main.html (click on Photo
> Gallery),
> > should all FFWD components become available. (I first saw Alex's
completed
> > ship at the EAA Arlington WA fly in and it was very impressive.)
> >
> > ...somewhat perplexed...
> >
> > Fred
> > A194, happily starting on wings
> >
> >
>
>
Message 30
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--> Europa-List message posted by: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
If anyone has the Europa supplied (VDO) engine temperature and pressure gauges
still waiting to be installed, I would be most grateful for a little data.
I am interested in the voltage required to give max and min readings on the oil/water
temperature and oil pressure gauges.
Is there any printed data anywhere.
regards,
Mike
Message 31
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--> Europa-List message posted by:
I have +300 on my 914 - never mist a harthbeat!
Regards Gert
OY-GDS
Europa 151
Den 29/8-2004, kl. 2.05, skrev Fred R. Klein:
> --> Europa-List message posted by: "Fred R. Klein"
> <fklein@orcasonline.com>
>
> on 8/28/04 10:52 AM, Dave Anderson at dja767@charter.net wrote:
>
>> --> Europa-List message posted by: "Dave Anderson"
>> <dja767@charter.net>
>>
>> Hi group,
>>
>>
>> Here is another problem to solve. I have noticed a roughness at the
>> middle
>> range of RPM on the 914 engine...
>
>> I never get easy problems. They always seem to be perplexing
>> problems...
>
>
> $.02 worth of comment, unfortunately of no help to Dave:
>
> I'm most sympathetic with anyone who experiences recurring engine
> problems;
> Dave's appears (to me) to be another of a long string of complaints or
> difficulties by many Europa flyers with the Rotax engines. In reading
> them,
> I am increasingly distressed in that one of the primary factors
> leading up
> to my decision to buy the Europa was that it was paired with a reliable
> engine based on current (rather than 1930-1940's) technology...I just
> couldn't justify going with alternatives which relied on the
> Lycoming/Continental paradigm.
>
> From the shared experiences I read about, my confidence in the Rotax
> appears
> misplaced.
>
> I'll be upfront by saying I've yet to invest a nickel in the Europa
> FFWD
> kit, so I have an open mind (and eventually an
> open-but-limited-pocketbook)
> to consider the obvious question about moving forward with my original
> intention of sticking with the integrated, well-proven, stock,
> company-supported, hi tech, Rotax FFWD package.
>
> Perhaps I'm only reading about the squeaky wheels...perhaps there are
> several hundred Rotax-engined Europas putting in fuel, tearing up the
> skies,
> changing oil, having a ball and nary a squawk. I've monitored the
> transatlantic globe girdling trip of that German diplomat (my
> apologies, his
> name escapes me)...surely his installation speaks to reliability.
> Unfortunately, my sense is that the Rotax needs a lot of, if not
> constant,
> tweaking.
>
> Of course I've read nothing to suggest that Rotaxes are falling out of
> the
> skies, but my goal (or is it an impossible dream?) with my Europa is
> to log
> 500-1000 hours with only "normal" maintenance after an initial
> shakedown
> ...something akin to the 550 hrs. I've logged in my 1946 Stinson. Seems
> reasonable what with our technological advances.
>
> To that end, I'm willing to be shown the errors in my assessment, but
> I'm
> also willing to look at alternatives...as long as I can stay away from
> putting an original airframe/powerplant together, something which is
> far
> beyond my competance. I would consider, for example, going with a CAM
> 125
> ala Alex Bowman's monowheel, pictures of which along with minimal
> narrative
> are available at http://www.firewall.ca/main.html (click on Photo
> Gallery),
> should all FFWD components become available. (I first saw Alex's
> completed
> ship at the EAA Arlington WA fly in and it was very impressive.)
>
> ...somewhat perplexed...
>
> Fred
> A194, happily starting on wings
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Message 32
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--> Europa-List message posted by: "Richard Iddon" <riddon@sent.com>
Fred,
This summer I have participated in two week long trips round Europe in
company with 6 other Rotax powered Europa's on one trip and 3 on the
second, flying up to 300 miles each day. During the trips no one had
any problems at all with starting and running. One early mono with a
912, quite long in the tooth did spring a water leak but this appeared
to be due to poor build quality.
The leaking rotax actually ran for quite a while with no water in the
engine at all, at a later date and probably as a result of the first
problem he also ran for half an a hour with no oil pressure also.
Whilst not recommended of course, it does show the amount of abuse the
Rotax will take and still keep going.
Richard Iddon G-RIXS
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred R.
Klein
Subject: Re: Europa-List: Rough 914
--> Europa-List message posted by: "Fred R. Klein"
<fklein@orcasonline.com>
on 8/28/04 10:52 AM, Dave Anderson at dja767@charter.net wrote:
> --> Europa-List message posted by: "Dave Anderson"
<dja767@charter.net>
>
> Hi group,
>
>
> Here is another problem to solve. I have noticed a roughness at the
middle
> range of RPM on the 914 engine...
>I never get easy problems. They always seem to be perplexing
problems...
$.02 worth of comment, unfortunately of no help to Dave:
I'm most sympathetic with anyone who experiences recurring engine
problems;
Dave's appears (to me) to be another of a long string of complaints or
difficulties by many Europa flyers with the Rotax engines. In reading
them,
I am increasingly distressed in that one of the primary factors leading
up
to my decision to buy the Europa was that it was paired with a reliable
engine based on current (rather than 1930-1940's) technology...I just
couldn't justify going with alternatives which relied on the
Lycoming/Continental paradigm.
From the shared experiences I read about, my confidence in the Rotax
appears
misplaced.
I'll be upfront by saying I've yet to invest a nickel in the Europa FFWD
kit, so I have an open mind (and eventually an
open-but-limited-pocketbook)
to consider the obvious question about moving forward with my original
intention of sticking with the integrated, well-proven, stock,
company-supported, hi tech, Rotax FFWD package.
Perhaps I'm only reading about the squeaky wheels...perhaps there are
several hundred Rotax-engined Europas putting in fuel, tearing up the
skies,
changing oil, having a ball and nary a squawk. I've monitored the
transatlantic globe girdling trip of that German diplomat (my apologies,
his
name escapes me)...surely his installation speaks to reliability.
Unfortunately, my sense is that the Rotax needs a lot of, if not
constant,
tweaking.
Of course I've read nothing to suggest that Rotaxes are falling out of
the
skies, but my goal (or is it an impossible dream?) with my Europa is to
log
500-1000 hours with only "normal" maintenance after an initial shakedown
...something akin to the 550 hrs. I've logged in my 1946 Stinson. Seems
reasonable what with our technological advances.
To that end, I'm willing to be shown the errors in my assessment, but
I'm
also willing to look at alternatives...as long as I can stay away from
putting an original airframe/powerplant together, something which is far
beyond my competance. I would consider, for example, going with a CAM
125
ala Alex Bowman's monowheel, pictures of which along with minimal
narrative
are available at http://www.firewall.ca/main.html (click on Photo
Gallery),
should all FFWD components become available. (I first saw Alex's
completed
ship at the EAA Arlington WA fly in and it was very impressive.)
...somewhat perplexed...
Fred
A194, happily starting on wings
==
==
==
==
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