Today's Message Index:
----------------------
1. 12:31 AM - RE : Europa-List Digest: 32 Msgs - 08/28/04 (Auvray)
2. 02:13 AM - Re: Engine Gauges. (Richard Holder)
3. 04:23 AM - Faulty Engine Gague (Carl Pattinson)
4. 06:52 AM - Re: RE : Europa-List Digest: 32 Msgs - 08/28/04 (bryan allsop)
5. 07:23 AM - Re: Woodcomp/Kremen propellers (bryan allsop)
6. 07:46 AM - Re: Faulty Engine Gague (Fred Fillinger)
7. 08:47 AM - Re: Woodcomp/Kremen propellers (Fergus Kyle)
8. 09:23 AM - Carb balancing (Dave Anderson)
9. 11:22 AM - Re: Re: Hand prop a Rotax? (Rob Housman)
10. 11:42 AM - Re: Kremen propellers-VAT (bryan allsop)
11. 12:20 PM - Rotax misses and no guts (Leo J. Corbalis)
12. 12:55 PM - Re: Engine Gauges. (Mike Parkin)
13. 12:58 PM - Re: Kremen propellers-VAT (Simon Smith)
14. 01:19 PM - Mid week Hat Drop, Old Buckenham (bryan allsop)
15. 03:21 PM - Mono wheel brakes (Paul McAllister)
16. 03:21 PM - Re: Woodcomp/Kremen propellers (Duncan McFadyean)
17. 03:33 PM - Re: Mid week Hat Drop, Old Buckenham (Duncan McFadyean)
18. 07:15 PM - Re: Woodcomp/Kremen propellers (Fergus Kyle)
19. 08:37 PM - Re: Carb balancing (Ronald J. Parigoris)
Message 1
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| Subject: | RE : Europa-List Digest: 32 Msgs - 08/28/04 |
--> Europa-List message posted by: "Auvray" <m.auvray@aerodyne-int.com>
Hi all,
I am Michel AUVRAY Builder N=B0 145,Rotax 912, 240 hours.
I install Woodcomp constant speed propeller SR2000.
It is necessary to move the battery on the rear location (for balance)
I take a new Dryfit battery, Sonnenschein Model A512C/12v/24 Ah.
Do you know the special regulator model for this battery type?
Thanks
--|--
--------(*)--------
Michel AUVRAY
-----Message d'origine-----
De : owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] De la part de Europa-List
Digest Server
Envoy=E9 : dimanche 29 ao=FBt 2004 08:57
=C0 : Europa-List Digest List
Objet : Europa-List Digest: 32 Msgs - 08/28/04
*
Online Versions of Today's List Digest Archive
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Europa-List Digest Archive
---
Total Messages Posted Sat 08/28/04: 32
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
_____________________________________
Time: 02:10:57 AM PST US
From: "nigel charles" <nigelcharles@tiscali.co.uk>
Subject: Europa-List: 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
_____________________________________
Time: 03:29:54 AM PST US
From: "David Joyce" <davidjoyce@doctors.org.uk>
Subject: Re: Europa-List: 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
_____________________________________
Time: 03:29:54 AM PST US
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>
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
_____________________________________
Time: 03:29:54 AM PST US
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>
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
_____________________________________
Time: 04:00:40 AM PST US
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>
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
_____________________________________
Time: 04:32:39 AM PST US
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>
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
_____________________________________
Time: 04:34:35 AM PST US
From: "Kingsley Hurst" <hurstkr@growzone.com.au>
Subject: Re: Europa-List: 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
_____________________________________
Time: 04:47:20 AM PST US
From: "Kingsley Hurst" <hurstkr@growzone.com.au>
Subject: Re: Europa-List: 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
_____________________________________
Time: 06:17:16 AM PST US
From: "Kingsley Hurst" <hurstkr@growzone.com.au>
Subject: Re: Europa-List: 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
____________________________________
Time: 06:18:30 AM PST US
From: "Fred Fillinger" <n3eu@comcast.net>
Subject: Re: Europa-List: 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
____________________________________
Time: 07:15:20 AM PST US
From: "jon turner" <jonturner@hotmail.com>
Subject: Europa-List: 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
____________________________________
Time: 07:33:42 AM PST US
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 13
____________________________________
Time: 09:27:39 AM PST US
From: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: 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
____________________________________
Time: 10:57:35 AM PST US
From: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Subject: Europa-List: 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
____________________________________
Time: 11:52:52 AM PST US
From: "Dave Anderson" <dja767@charter.net>
Subject: Europa-List: Rough 914
--> 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
____________________________________
Time: 12:51:39 PM PST US
From: "Steve & Eileen Genotte" <genottes@wi.rr.com>
Subject: RE: Europa-List: 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?ContentBlockID32ba355a-6857-4e05-8b2f-61
55
f45e5db2&
Regards,
Martin Tuck
Europa N152MT
Wichita, Kansas
________________________________ Message 17
____________________________________
Time: 01:27:44 PM PST US
From: MJKTuck@cs.com
Subject: Re: Europa-List: 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
____________________________________
Time: 01:40:36 PM PST US
From: Rocketman <topglock@cox.net>
Subject: Europa-List: Trigear parts
--> 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
____________________________________
Time: 02:56:42 PM PST US
From: Graham Singleton <graham@gflight.f9.co.uk>
Subject: Europa-List: 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
____________________________________
Time: 03:31:10 PM PST US
From: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Subject: Europa-List: 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
____________________________________
Time: 03:47:12 PM PST US
From: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Subject: Europa-List: 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
____________________________________
Time: 03:52:15 PM PST US
Subject: Re: Europa-List: Rough 914
From: "Fred R. Klein" <fklein@orcasonline.com>
--> 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
____________________________________
Time: 04:56:35 PM PST US
From: "Cliff Shaw" <flyinggpa@comcast.net>
Subject: Re: Europa-List: Rough 914
--> 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
____________________________________
Time: 05:00:34 PM PST US
From: "Cliff Shaw" <flyinggpa@comcast.net>
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 25
____________________________________
Time: 05:13:46 PM PST US
From: Rocketman <topglock@cox.net>
Subject: Re: Europa-List: 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
____________________________________
Time: 05:34:18 PM PST US
From: "Fred Fillinger" <n3eu@comcast.net>
Subject: Re: Europa-List: 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
____________________________________
Time: 06:02:16 PM PST US
From: "Robert Berube" <bberube@tampabay.rr.com>
Subject: RE: Europa-List: 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
____________________________________
Time: 06:17:01 PM PST US
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>
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
____________________________________
Time: 09:22:02 PM PST US
From: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
Subject: Re: Europa-List: Rough 914
--> 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
____________________________________
Time: 09:26:30 PM PST US
From: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
Subject: Europa-List: Engine Gauges.
--> 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
____________________________________
Time: 10:21:30 PM PST US
From: owner-europa-list-server@matronics.com
Subject: Re: Europa-List: Rough 914
--> 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
____________________________________
Time: 11:24:38 PM PST US
From: "Richard Iddon" <riddon@sent.com>
Subject: RE: Europa-List: Rough 914
--> 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
Message 2
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|
| Subject: | Re: Engine Gauges. |
--> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
> 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
They don't work by voltage. The sensor connects to earth and the resistance
in that circuit defines the reading on the gauge.
To test connect up 12 v+ and earth to the correct terminals on the gauge.
Then get a variable resistor set and connect between the "S" terminal and
the earth terminal.
The you can calibrate he readings you need.
One (the oil pressure) will work in the reverse sense !
HTH
Richard
Richard F.W. Holder 01279 842804 (POTS)
Bell House, Bell Lane, 01279 842942 (fax)
Widford, Ware, Herts, 07860 367423 (mobile)
SG12 8SH email : rholder@avnet.co.uk
Europa Classic Tri-gear : G-OWWW, High Cross
PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
Message 3
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|
| Subject: | Faulty Engine Gague |
--> Europa-List message posted by: "Carl Pattinson" <carl_p@ntlworld.com>
Funny this thread should crop up just now.
We have been having problems wioth our EIS readings for the last month or so
but it has got worse. It only affects the Oil temp and Oil pressure
readings.
On startup they appear to be normal (ie: as expected) and usually stay that
way for about 20 mins running. They then start jumping around within a
range of about 10 degrees (not sufficient to set off the alarms).
On the last occasion, an hour into the flight the same thing happened, only
the oil temp was reading unusually low (about 75 degrees C instead of about
105) and the oil pressure was indicating about 90psi. All other readings
were normal (EGT/ CHT/ water temp etc). I wasnt concerned for the engine
because the readings were nonsensical. If there had been a low pressure and
low temperature OR a high pressure and high temperature, I would have been
heading for the nearest airfield (or field even).
I suspect that the Oil Temp sender is failing but that is only a guess (it
has done about 600 hours). Has anyone else had a similar problem.
I am just hoping it isnt the EIS as it will be an absolute bastard to remove
from the instrument panel and then I have to send it to the States to get it
fixed.
I read that the VDO pressure senders occasionally fail on the 912 and I was
wondering what the symptoms are.
Incidentally, I have the Rotax graph showing resistance vs pressure so I
could isolate the pressure sensor and connect it to a resistance/ multimeter
and see whether we get the same fluctuations, unless someone can lend me a
spare sender for a week or so. I dont want to spend 140 on a replacement
sender if it isnt necessary.
Carl Pattinson
G-LABS
----- Original Message -----
From: "Richard Holder" <rholder@avnet.co.uk>
Subject: Re: Europa-List: Engine Gauges.
> --> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
>
> > 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
>
> They don't work by voltage. The sensor connects to earth and the
resistance
> in that circuit defines the reading on the gauge.
>
> To test connect up 12 v+ and earth to the correct terminals on the gauge.
> Then get a variable resistor set and connect between the "S" terminal and
> the earth terminal.
>
> The you can calibrate he readings you need.
>
> One (the oil pressure) will work in the reverse sense !
>
> HTH
>
> Richard
> Richard F.W. Holder 01279 842804 (POTS)
> Bell House, Bell Lane, 01279 842942 (fax)
> Widford, Ware, Herts, 07860 367423 (mobile)
> SG12 8SH email : rholder@avnet.co.uk
> Europa Classic Tri-gear : G-OWWW, High Cross
> PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
>
>
Message 4
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|
| Subject: | Re: RE : Europa-List Digest: 32 Msgs - 08/28/04 |
--> Europa-List message posted by: "bryan allsop" <info@blackballclub.fsnet.co.uk>
Hi Michel,
Dont move your battery unless the post intallation weight and balance shows
it makes sense. Keep it forward if you can.
Why are you using a 24 Ah battery when a 17 Ah battery will do the job?
Why do you need a special regulator?
Best regards Bryan----- Original Message -----
From: "Auvray" <m.auvray@aerodyne-int.com>
Subject: Europa-List: RE : Europa-List Digest: 32 Msgs - 08/28/04
> --> Europa-List message posted by: "Auvray" <m.auvray@aerodyne-int.com>
>
> Hi all,
> I am Michel AUVRAY Builder N=B0 145,Rotax 912, 240 hours.
>
> I install Woodcomp constant speed propeller SR2000.
>
> It is necessary to move the battery on the rear location (for balance)
> I take a new Dryfit battery, Sonnenschein Model A512C/12v/24 Ah.
>
> Do you know the special regulator model for this battery type?
>
> Thanks
>
> --|--
> --------(*)--------
>
> Michel AUVRAY
>
>
> -----Message d'origine-----
> De : owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] De la part de Europa-List
> Digest Server
> Envoy=E9 : dimanche 29 ao=FBt 2004 08:57
> =C0 : Europa-List Digest List
> Objet : Europa-List Digest: 32 Msgs - 08/28/04
>
>
> *
>
>
> Online Versions of Today's List Digest Archive
>
>
> Today's complete Europa-List Digest can be also be found in either of the
> two Web Links listed below. The .html file includes the Digest
> formatted in HTML for viewing with a web browser and features Hyperlinked
> Indexes and Message Navigation. The .txt file includes the plain ASCII
> version of the Europa-List Digest and can be viewed with a generic
> text editor such as Notepad or with a web browser.
>
> HTML Version:
>
>
http://www.matronics.com/digest/europa-list/Digest.Europa-List.2004-08-28.ht
> ml
>
> Text Version:
>
>
http://www.matronics.com/digest/europa-list/Digest.Europa-List.2004-08-28.tx
> t
>
>
> EMail Version of Today's List Digest Archive
>
>
> Europa-List Digest Archive
> ---
> Total Messages Posted Sat 08/28/04: 32
>
>
> 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
> _____________________________________
>
>
> Time: 02:10:57 AM PST US
> From: "nigel charles" <nigelcharles@tiscali.co.uk>
> Subject: Europa-List: 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
> _____________________________________
>
>
> Time: 03:29:54 AM PST US
> From: "David Joyce" <davidjoyce@doctors.org.uk>
> Subject: Re: Europa-List: 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
> _____________________________________
>
>
> Time: 03:29:54 AM PST US
> 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>
>
> 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
> _____________________________________
>
>
> Time: 03:29:54 AM PST US
> 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>
> 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
> _____________________________________
>
>
> Time: 04:00:40 AM PST US
> 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>
>
> 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
> _____________________________________
>
>
> Time: 04:32:39 AM PST US
> 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>
>
> 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
> _____________________________________
>
>
> Time: 04:34:35 AM PST US
> From: "Kingsley Hurst" <hurstkr@growzone.com.au>
> Subject: Re: Europa-List: 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
> _____________________________________
>
>
> Time: 04:47:20 AM PST US
> From: "Kingsley Hurst" <hurstkr@growzone.com.au>
> Subject: Re: Europa-List: 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
> _____________________________________
>
>
> Time: 06:17:16 AM PST US
> From: "Kingsley Hurst" <hurstkr@growzone.com.au>
> Subject: Re: Europa-List: 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
> ____________________________________
>
>
> Time: 06:18:30 AM PST US
> From: "Fred Fillinger" <n3eu@comcast.net>
> Subject: Re: Europa-List: 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
> ____________________________________
>
>
> Time: 07:15:20 AM PST US
> From: "jon turner" <jonturner@hotmail.com>
> Subject: Europa-List: 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
> ____________________________________
>
>
> Time: 07:33:42 AM PST US
> 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 13
> ____________________________________
>
>
> Time: 09:27:39 AM PST US
> From: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
> Subject: Re: Europa-List: 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
> ____________________________________
>
>
> Time: 10:57:35 AM PST US
> From: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
> Subject: Europa-List: 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
> ____________________________________
>
>
> Time: 11:52:52 AM PST US
> From: "Dave Anderson" <dja767@charter.net>
> Subject: Europa-List: Rough 914
>
> --> 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
> ____________________________________
>
>
> Time: 12:51:39 PM PST US
> From: "Steve & Eileen Genotte" <genottes@wi.rr.com>
> Subject: RE: Europa-List: 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?ContentBlockID32ba355a-6857-4e05-8b2f-61
> 55
> f45e5db2&
>
> Regards,
> Martin Tuck
> Europa N152MT
> Wichita, Kansas
>
>
> ________________________________ Message 17
> ____________________________________
>
>
> Time: 01:27:44 PM PST US
> From: MJKTuck@cs.com
> Subject: Re: Europa-List: 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
> ____________________________________
>
>
> Time: 01:40:36 PM PST US
> From: Rocketman <topglock@cox.net>
> Subject: Europa-List: Trigear parts
>
> --> 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
> ____________________________________
>
>
> Time: 02:56:42 PM PST US
> From: Graham Singleton <graham@gflight.f9.co.uk>
> Subject: Europa-List: 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
> ____________________________________
>
>
> Time: 03:31:10 PM PST US
> From: Tony Renshaw <tonyrenshaw@optusnet.com.au>
> Subject: Europa-List: 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
> ____________________________________
>
>
> Time: 03:47:12 PM PST US
> From: Tony Renshaw <tonyrenshaw@optusnet.com.au>
> Subject: Europa-List: 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
> ____________________________________
>
>
> Time: 03:52:15 PM PST US
> Subject: Re: Europa-List: Rough 914
> From: "Fred R. Klein" <fklein@orcasonline.com>
>
> --> 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
> ____________________________________
>
>
> Time: 04:56:35 PM PST US
> From: "Cliff Shaw" <flyinggpa@comcast.net>
> Subject: Re: Europa-List: Rough 914
>
> --> 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
> ____________________________________
>
>
> Time: 05:00:34 PM PST US
> From: "Cliff Shaw" <flyinggpa@comcast.net>
> 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 25
> ____________________________________
>
>
> Time: 05:13:46 PM PST US
> From: Rocketman <topglock@cox.net>
> Subject: Re: Europa-List: 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
> ____________________________________
>
>
> Time: 05:34:18 PM PST US
> From: "Fred Fillinger" <n3eu@comcast.net>
> Subject: Re: Europa-List: 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
> ____________________________________
>
>
> Time: 06:02:16 PM PST US
> From: "Robert Berube" <bberube@tampabay.rr.com>
> Subject: RE: Europa-List: 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
> ____________________________________
>
>
> Time: 06:17:01 PM PST US
> 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>
> 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
> ____________________________________
>
>
> Time: 09:22:02 PM PST US
> From: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
> Subject: Re: Europa-List: Rough 914
>
> --> 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
> ____________________________________
>
>
> Time: 09:26:30 PM PST US
> From: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
> Subject: Europa-List: Engine Gauges.
>
> --> 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
> ____________________________________
>
>
> Time: 10:21:30 PM PST US
> From: owner-europa-list-server@matronics.com
> Subject: Re: Europa-List: Rough 914
>
> --> 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
> ____________________________________
>
>
> Time: 11:24:38 PM PST US
> From: "Richard Iddon" <riddon@sent.com>
> Subject: RE: Europa-List: Rough 914
>
> --> 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
>
>
Message 5
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|
| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "bryan allsop" <info@blackballclub.fsnet.co.uk>
Hi David, and those interested in the Kremen props,
The price paid was 2660 Euros, plus VAT., which they asking for at 19% at
the moment.
They accepted 266 E's with order, balance to be paid before delivery. That
was before the prior payment of VAT question came up.
I ordered it a month ago, and it is now ready for despatch.
It looks good, and because of the interest I will advise how things go from
here. I will need to find room for another 2.5 inch diameter site on my
panel in a handy finger position though.
Naturally Francis D is requiring an installation inspection, together with a
new weight and balance check and a flight test. He has advised me that he
wont be available untill late Sept so it will not be flying till then
Best regards. Bryan Allsop
-- 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>
>
>
> Regards
> Peter Grant
> US-Eurolink Marketing Services Ltd
> +++++++++++++++++++++++++++++++++++++++
> 10 The Sidings, Horncastle LN9 5UA
> Tel: 01507 523180 Fax: 01507 525888 Mobile: 07774 923160
> +++++++++++++++++++++++++++++++++++++++
> 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. US-Eurolink Marketing Services Ltd accepts
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 li
fe
> 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
>
>
Message 6
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|
| Subject: | Re: Faulty Engine Gague |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> Incidentally, I have the Rotax graph showing resistance vs pressure
so
> I could isolate the pressure sensor and connect it to a resistance/
multimeter
> and see whether we get the same fluctuations, unless someone can
lend
> me a spare sender for a week or so. I dont want to spend 140 on a
> replacement sender if it isn't necessary.
>
> Carl Pattinson
> G-LABS
Carl, I would just ground-test the systems by substituting a
potentiometer for the Rotax senders, preferably a 500-ohm, "15-turn
trimpot." See what happens over time (internal temp of the EIS box)
at various measured R's vs. temp or pressure off the Rotax charts.
Rap the EIS box with fingertips. Put a battery charger on the batt
and see if noisy 14V vs. clean 12V makes a difference.
It's possible even the Rotax thermistors are defectively sensitive to
engine vibration in flight (ignoring security of the connector).
There's 2 identical temp senders to swap and go fly. Good luck!
Reg,
Fred F.
Message 7
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|
| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
----- Original Message -----
From: "bryan allsop" <info@blackballclub.fsnet.co.uk>
Subject: Re: Europa-List: Woodcomp/Kremen propellers
| --> Europa-List message posted by: "bryan allsop"
<info@blackballclub.fsnet.co.uk>
|
| Hi David, and those interested in the Kremen props,
| The price paid was 2660 Euros, plus VAT., which they asking for at 19% at
| the moment.
| They accepted 266 E's with order, balance to be paid before delivery. That
| was before the prior payment of VAT question came up.
| I ordered it a month ago, and it is now ready for despatch.
| It looks good, and because of the interest I will advise how things go
from
| here. I will need to find room for another 2.5 inch diameter site on my
| panel in a handy finger position though.
| Naturally Francis D is requiring an installation inspection, together with
a
| new weight and balance check and a flight test. He has advised me that he
| wont be available untill late Sept so it will not be flying till then
| Best regards. Bryan Allsop
Bryan,
Am also interested in the Kremen (WoodComp) design, after David
Joyce's description. However, In spite of having paid it in Uk before, I am
curious about your comments regarding VAT. I understood it to mean
Value-Added Tax, the tax on the value added by the previous
builder/provider.
Is this a tax upon your propeller by UK authorities or Czech? If
the latter why are you paying Cz VAT if taking same from the country. If UK
VAT, why is it so high - just because they can? I thought UK VAT was 17%
highest, but could be wrong (happened before - once). I spose you are adding
value to your personal holdings is the excuse. Here they just take it
because everybody else does.
Cheers, Ferg
Message 8
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|
--> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
The comments are helpful on trouble shooting this situation, thanks. Unfortunately,
they are mainly helpful in determining that I have done what is needed so
far with no success. The first thing I did was balance the carbs as I have done
in the past using a twin engine manifold pressure gauge connected to each
side the engine. That has in the past been very effective in getting the engine
balanced and smooth. I founf a very slight imbalance, but that is now gone.
The problem is that although the imbalance is gone, the engine is running exactly
the same as it was before. If it were carb balance, I would not think it would
have a narrow range of rough running. This thing is "missing", not just vibrating.
I have worked with engines for many more years than I would like to
admit and this engine is misfiring on both ignitions in a way it would due to
mixture. I am now checking the fuel pressure readings and will do a flight to
see what those values are doing with respect to what they should be doing. I need
also to check the function of the float valve to insure there is no leak there.
The bottom line is that the engine was running smoothly and now is missing
in a fairly narrow range of power setting.
On behalf of the Rotax, I am now up to 232 hours of operation. You will notice
that I am going to fly the airplane to take readings, which illustrates my confidence
in the engine. This is a situation that I do not feel is going to make
the engine quit, but is a matter of perfecting the running characteristics. If
this were your lawn mower, you would not even notice it. My philosophy is to
catch the problems when they gernimate, rather than waiting for them to progress
to the stage of being a true problem. I just got through with a 3,000 nmi
flight to Oshkosh and the airplane didn't skip a beat the entire flight. I also
operate a twin comanche with two bullet proof Lycoming engines in it. Although
they are great engines, they require constant attention to insure safe and
proper operation. At this point, I have no ill feelings toward Rotax. I do wish
they had fuel injection and I was not too impressed with the rubber carb flanges,
but I think I have a handle on the flanges with the airbox supports fabricated
and now with about 8 hours of running. The efficiency and quiet operation
of this engine is quite impressive. Keep in mind it is a turbo charged engine
and those by nature are more complicated requiring more maintenance and attention.
you don't get something for nothing! The pay-off is being able to climb
the mini U2 at 95 knots indicated at climb power - 900 FPM all the way up to
17,500 feet! That makes this effort to resolve the occasional problems worth
it.
When I figure this out, I will post the result here and on my little web site.
Dave
A227
Mini U2
232 hours TT
Message 9
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| Subject: | RE: Hand prop a Rotax? |
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
OOPS, you caught me. That's what happens when using conversion factors from
memory (which in my case is apparently now what it used to be). Now, if we
in the US were not burdened with this absurdly archaic system of units and
measures.....
Anyway, a Major League baseball pitcher can't toss a ball at 92 Kts either
(and the games usually don't last as long). Cricket, in the American
vernacular is equivalent to the use of "kosher" also in the vernacular (as
in, "that's not kosher" or "that isn't cricket"), but other than that we
haven't got a clue. DO NOT ARCHIVE (because that would not be cricket.)
Don't forget that choking up on the bat, or in this case grabbing the prop
at less than full diameter, does have its trade-offs. The mechanical
advantage is reduced in inverse proportion to the distance from the axis of
rotation so while the resultant "hand velocity" may remain the same the
amount of effort to overcome friction and compression increases, meaning
that velocity is most likely reduced.
But, I will accept that adrenaline can do wonders, especially if the Rotax
will fire up at lesser RPM.
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 David Joyce
Subject: Re: Europa-List: 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 10
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| Subject: | Re: Europa-List:Kremen propellers-VAT |
--> Europa-List message posted by: "bryan allsop" <info@blackballclub.fsnet.co.uk>
Hi Ferg
Yes.This point is confusing me at the moment. They want me to pay Czech tax
(19%). I would normally expect to pay UK VAT (17.5%) on the import. Viz
through the shipping co.
I will advise when it is all clear, but I shall certainly not pay both
taxes.
Cheers Bryan
----- Original Message -----
From: "Fergus Kyle" <VE3LVO@rac.ca>
Subject: Re: Europa-List: Woodcomp/Kremen propellers
> --> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
>
> ----- Original Message -----
> From: "bryan allsop" <info@blackballclub.fsnet.co.uk>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Woodcomp/Kremen propellers
>
>
> <info@blackballclub.fsnet.co.uk>
at
That
> from
with
> a
he
>
> Bryan,
> Am also interested in the Kremen (WoodComp) design, after
David
> Joyce's description. However, In spite of having paid it in Uk before, I
am
> curious about your comments regarding VAT. I understood it to mean
> Value-Added Tax, the tax on the value added by the previous
> builder/provider.
> Is this a tax upon your propeller by UK authorities or Czech?
If
> the latter why are you paying Cz VAT if taking same from the country. If
UK
> VAT, why is it so high - just because they can? I thought UK VAT was 17%
> highest, but could be wrong (happened before - once). I spose you are
adding
> value to your personal holdings is the excuse. Here they just take it
> because everybody else does.
> Cheers, Ferg
>
>
Message 11
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| Subject: | Rotax misses and no guts |
--> Europa-List message posted by: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
My specific symptoms were a seeming loss of guts. This started
around 400 hours.Compression checks both types said the mechanical parts
were OK. Occasional shakes, sort of intermittent, slower climb and cruise,
rough running during approach to landing. Sometimes the "mag" checks were
worse than others but not really bad. A remark by a mechanic that had worked
on Rotaxes set me on the right track. He said that they had a lot of trouble
with the very hard stranded wire that Rotax used, breaking strands and
getting intermittent. The result is marginal electrical power to the
ignition module giving weak or missing sparks
You sound like your electrical knowledge ends at flipping the
wall switch up to get lights. So forgive me if I'm too basic. First get a
cheap DIGITAL Volt/ohmmeter. They are much harder to break. Get at least 2
short test leads with small alligator clips on the ends. Radio Shack is a
good source. Test each one by clipping to the red and black leads in the
lowest ohm setting. should read zero or less than 1 ohm. Not too gently pull
on the wires to the clips. If any are intermittent, solder them or throw
them away. The meter comes with test probes that have dull points which are
OK for some tests but when you run out hands, use a clip lead for connecting
the probe to what you want to test and use your hands for jiggling the
connector or wire while watching the meter. If the readings jump around you
have located the part with broken strands or a bad connection.
I had a very intermittent partial failure in the red wire that comes
out of the alternator where it enters the 1 pin connector that delivers
power to the ignition module. I disconnected the lead, jumpered the black
probe to the engine. Test this by getting zero ohms when you touch the red
probe to another part of the engine. Shove the red probe between the
connector and the plastic cover on it. Now hole the connector and wiggle the
red wire. The meter should read 4 ohms(this is the resistance of the coil in
the alternator or magneto generator in Rotax speak) (I think, maybe 40 ohms)
steadily as you gently move the wire. If the readings jump around, and a
gentle pull causes them to jump way up or show open, you've found the
problem.
Another trick is to get a straight pin hook it to the meter with a jumper
wire and slide it under the plastic cover to make contact with the point
being tested. You can push the pin thru the insulation on a wire to check
for voltage or continuity ( this may make a high resistance contact, OK for
voltage checks but not reliable for resistance checks as it adds false
resistanc to the reading.
Now for the fun part, fixing it. Buy AMP brand crimper and parts
if possible. Also get a wire stripper with graduated notches for each wire
size. You will probably have to go to an electronics store other than RS.
get the blue connectors (color = wire size) Ask the salesman (sexist) to
teach you how to crimp, using your parts. For wire, I had a high grade test
lead. They have fairly tough insulation and 2 or 3 times the number of
strands of wire than the Tefzel stuff from spruce. These finer strands will
flex much more before breaking. Pomona is a good brand to use. Yes the cost
3 to 5 bucks but do it right. Test your crimping skill by pulling firmly
about 30 pounds to test and get it right before you leave the store.
Cut off the bad connector, use an inline splice to connect the
red wire to the test lead, cut it about 3 inches long and install a new
plug. ( I got some bullet shaped single male blue connectors from an auto
store. This is easier and more reliable than prying the cutoff plug apart
and recrimping it) Now use small tie wraps to tie all the wires together so
that jiggling is minimized. Last but not least do the other one because mine
failed 2 months later.
Leo Corbalis
----- Original Message -----
From: "Dave Anderson" <dja767@charter.net>
Subject: Europa-List: Carb balancing
> --> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
>
> The comments are helpful on trouble shooting this situation, thanks.
Unfortunately, they are mainly helpful in determining that I have done what
is needed so far with no success. The first thing I did was balance the
carbs as I have done in the past using a twin engine manifold pressure gauge
connected to each side the engine. That has in the past been very effective
in getting the engine balanced and smooth. I founf a very slight imbalance,
but that is now gone. The problem is that although the imbalance is gone,
the engine is running exactly the same as it was before. If it were carb
balance, I would not think it would have a narrow range of rough running.
This thing is "missing", not just vibrating. I have worked with engines for
many more years than I would like to admit and this engine is misfiring on
both ignitions in a way it would due to mixture. I am now checking the fuel
pressure readings and will do a flight to see what those values are doing
with respect to what!
> they should be doing. I need also to check the function of the float
valve to insure there is no leak there. The bottom line is that the engine
was running smoothly and now is missing in a fairly narrow range of power
setting.
>
> Dave
> A227
> Mini U2
> 232 hours TT
>
>
Message 12
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| Subject: | Re: Engine Gauges. |
--> Europa-List message posted by: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
In actual fact they work on current flow (this is chicken and egg argument).
The variable resistor in the sensor causes a change in the current flow in
the meter and deflects the pointer. However, together with the change in
the resistance and the corresponding change in current there should be a
change in potential at the 'S' terminal - either that or I totally
misunderstood Ohms' Law.
As I don't have the instruments on the bench - if that were the case I would
gather the data myself - I was asking if anyone had the change in potential
at the 'S' terminal or, could find them by bench test.
I accept I could have put the question better.
regards,
MP
----- Original Message -----
From: "Richard Holder" <rholder@avnet.co.uk>
Subject: Re: Europa-List: Engine Gauges.
> --> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
>
> > 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
>
> They don't work by voltage. The sensor connects to earth and the
resistance
> in that circuit defines the reading on the gauge.
>
> To test connect up 12 v+ and earth to the correct terminals on the gauge.
> Then get a variable resistor set and connect between the "S" terminal and
> the earth terminal.
>
> The you can calibrate he readings you need.
>
> One (the oil pressure) will work in the reverse sense !
>
> HTH
>
> Richard
> Richard F.W. Holder 01279 842804 (POTS)
> Bell House, Bell Lane, 01279 842942 (fax)
> Widford, Ware, Herts, 07860 367423 (mobile)
> SG12 8SH email : rholder@avnet.co.uk
> Europa Classic Tri-gear : G-OWWW, High Cross
> PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
>
>
Message 13
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| Subject: | Europa-List:Kremen propellers-VAT |
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of bryan allsop
Subject: Re: Europa-List:Kremen propellers-VAT
--> Europa-List message posted by: "bryan allsop"
--> <info@blackballclub.fsnet.co.uk>
>Hi Ferg
>Yes.This point is confusing me at the moment. They want me to pay Czech tax
(19%). I would normally expect to pay UK VAT (17.5%) on the import. Viz
through the shipping co. I will advise when it >is all clear, but I shall
certainly not pay both taxes.
>Cheers Bryan
My understanding is that if you buy something in one EU country for export
to another EU country then you pay the VAT in the country of purchase.
Simon
Message 14
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| Subject: | Mid week Hat Drop, Old Buckenham |
--> Europa-List message posted by: "bryan allsop" <info@blackballclub.fsnet.co.uk>
Hi Y'all
Having been grounded for a week due my mother-in law's 80th birthday (I was caught
in the turbulence as she waddled past at nearly 3 knots), I am in desperate
need of some therapeutic flying. Indeed, the very thought of encountering other
men with their flying machines seems almost sensuous.
Accordingly, if there are any takers, I am proposing utilising the September Pilot
freebie to Old Buckenham, where it boasts of free lunches, a 'fantastic clubhouse
atmosphere', and 'a warm welcome'. It must sell bacon butties. All of
this plus two new runways. Old Buckenham is 12 miles south-west of Norwich
September starts on Wednesday, so that is the first opportunity for it. The weather
is forecast as being good with a front moving down towards midnight.
Cheers. Bryan G BYSA
Message 15
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|
| Subject: | Mono wheel brakes |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I went out to the hanger today to find that my brake caliper has leaked all of
its vital fluids onto the floor. I am assuming that I will have to hone the
cylinder, clean the pads and replace the rubber seals. Having never done this
before I'd appreciate some advise. In particular can anyone tell me what type
of seals are in the mono wheel cylinder and where I can purchase them from.
Thanks and regards.
Paul
Message 16
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| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
The old argument is that, by increasing the price of an article by addition
of 17% tax, its value is actual reduced rather than added to!
Duncan McF
do not archive
----- Original Message -----
From: "Fergus Kyle" <VE3LVO@rac.ca>
Subject: Re: Europa-List: Woodcomp/Kremen propellers
> --> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
>
> ----- Original Message -----
> From: "bryan allsop" <info@blackballclub.fsnet.co.uk>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Woodcomp/Kremen propellers
>
>
> <info@blackballclub.fsnet.co.uk>
at
That
> from
with
> a
he
>
> Bryan,
> Am also interested in the Kremen (WoodComp) design, after
David
> Joyce's description. However, In spite of having paid it in Uk before, I
am
> curious about your comments regarding VAT. I understood it to mean
> Value-Added Tax, the tax on the value added by the previous
> builder/provider.
> Is this a tax upon your propeller by UK authorities or Czech?
If
> the latter why are you paying Cz VAT if taking same from the country. If
UK
> VAT, why is it so high - just because they can? I thought UK VAT was 17%
> highest, but could be wrong (happened before - once). I spose you are
adding
> value to your personal holdings is the excuse. Here they just take it
> because everybody else does.
> Cheers, Ferg
>
>
Message 17
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| Subject: | Re: Mid week Hat Drop, Old Buckenham |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
How aboiut Chilsfold tomorrow? See email htat follows for details.
Duncan McF
do not archive
From: chilsfold
Subject: Flyin @ Chilsfold
August bank holiday Monday is once again the date for our fly in, starting
at 11 am, usual refreshments provided. Please pass this information on to
any one that has not been included in this email list.
We do not expect the microlight strip just to the east of us to be operating
on the day, but if you listen out on 120.825 and call Sparwood traffic with
your intentions it will alert them if they are about and will anyway alert
other traffic coming to the fly in.
This year we are using the new runway 08/26. The old runway, 09/27, is now a
taxiway and parking area for the Western half and a taxiway to a run up
area/holding point, from which, it is possible to get a better view of any
approach aircraft for an arriving on 26.
The overhead cable that crossed the Western end of the new runway has been
buried (as evidenced by the dirt strip just before the threshold of 08 the
threshold of 08 has been displaced until the ground consolidates. DO NOT
TAXI OVER THIS STRIP IT IS STILL VERY ROUGH.
Approximate distances allowing a 1 in 25 climb out/ landing plane are as
follows:-
Runway 26
The landing distance allowing for a 150yds threshold displacement for the
trees on the approach is 450yds.
The take off distance is 600yds.
Runway 08
The landing distance is 600yds.
The take off distance is 450yds.allowing for 150yds of sterile runway
needed for the climb out to clear the trees.
A diagram of the new strip is attached.
----- Original Message -----
From: "bryan allsop" <info@blackballclub.fsnet.co.uk>
Subject: Europa-List: Mid week Hat Drop, Old Buckenham
> --> Europa-List message posted by: "bryan allsop"
<info@blackballclub.fsnet.co.uk>
>
> Hi Y'all
>
> Having been grounded for a week due my mother-in law's 80th birthday (I
was caught in the turbulence as she waddled past at nearly 3 knots), I am in
desperate need of some therapeutic flying. Indeed, the very thought of
encountering other men with their flying machines seems almost sensuous.
>
> Accordingly, if there are any takers, I am proposing utilising the
September Pilot freebie to Old Buckenham, where it boasts of free lunches, a
'fantastic clubhouse atmosphere', and 'a warm welcome'. It must sell bacon
butties. All of this plus two new runways. Old Buckenham is 12 miles
south-west of Norwich
>
> September starts on Wednesday, so that is the first opportunity for it.
The weather is forecast as being good with a front moving down towards
midnight.
>
> Cheers. Bryan G BYSA
>
>
Message 18
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| Subject: | Re: Woodcomp/Kremen propellers |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
----- 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>
|
| The old argument is that, by increasing the price of an article by
addition
| of 17% tax, its value is actual reduced rather than added to!
|
| Duncan McF
hee, hee, I guess we are measuring pounds of propeller per pound Sterling?
F
Do not archive
again
Message 19
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|
| Subject: | Re: Carb balancing |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Hello Dave
I too will be fitting a 914 if i can get a FWF.
I have no experience working on Rotax, but have experience on BMW R100GS that uses
the same carbs.
Here is some things I would look for:
Go up and fly around with the engine misfiring in the bad zone for a few minutes,
then shut it down and land.
Pull the plugs, you should see all the same color, light tan. If you see white,
that is too lean or plug too hot of a heat range. Black, too rich, too cold a
heat range or oil fouled.
Make sure you have the proper heat range plugs and that all the plugs were tight.
loose plugs cause no good to happen. make sure no cracks in insulator or at
the tip and proper gap, and no carbon pieces between the gap.
Make sure that your carbs are operating that the cable and nipples are not binding
at all. If one were to bind, you can have perfect sinked carbs at full throttle
and at low throttle, but if there was a bind/they could get out of sink
at that point between the 2 points. In other words 1 cable would effectively be
shortening up..
Look for any and all leaks in any and all hoses associated with carbs.
Change your plugs.
"CARB SNOT" Those carbs are susceptible to having things get plugged up, especial
the enriching circuit. Is your motor harder to start now than when it ran well?
pull the carbs, clean out all the passages, pay especial attention to the
passages in the float bowl, that is what most often clogs on me. On my cycle,
could usual get away once just cleaning the float bowl, and do the whole carb
the second time round. Make sure you have new float bowl gaskets.
Check the float height, if you were too rich check to see the needle valves are
not leaking.
Go out and fly, still a miss? Try chocking the motor and see if it helps. The Bing
has only an enriching jet, not a traditional choke, but if you see it helps
you are on to something. The jet needle has a few positions. See what stock
setting is, moving the clip up (Higher on the jet needle) will cause the jet needle
to go further down in the needle jet, this will cause a slight leaner mixture.
Moving it down will cause a richer mixture. i would be a lot more willing
for you to go 1 click richer than leaner.
If still missing, you could go up and fly around, get it in the miss range and
turn off your fuel selector. When it begins to run out of gas that will be causing
a lean mixture. Do not do this for very long at a high power setting. If
you feel it is running better, then a rich mixture could be the culprit.
Are your air cleaners clean? You did check the turbo and all associated rubber
and connections, looking for cracks and scuffing in the hoses.
Can you run the motor an the ground with the cowl off to see if at the problem
range has the carbs shaking a lot? Maybe they have a harmonic shaking them? didn't
you just change the flanges?
Check any hose that may have gotten hurt going to the carb again, when you were
fooling with the flanges.
Are you running lean because you are starving for fuel to the carbs? are your filters
clogged? What happens if you flip on the second fuel pump?
Check on the ground that you have enough return flow. Note on my accelerated cockpit
module, the outlets on the tank were at least half blocked because who ever
assembled pushed the screen in too far. Also the nipples used all around had
a very small bore, for certain restricting. There was 1 nipple in the whole
thing that had a nice diameter bore made by another mfg. I made all my IDs the
same by boring out on my lathe. I doubt it would not allow enough fuel to allow
the motor to run, but may very possible restrict with both pumps on trying
to keep fuel cool, like at high altitudes.
It may be running hot because of the summer? Vapor lock? think second pump on may
help?
Is the pressure to the carbs within tolerance in the miss range? Can you monitor
fuel pressure at the carbs versus the airbox pressure?
Did you check the connections and ground to your ignition boxes? Are they getting
exceptional warm?
Good luck
Ron Parigoris
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