Today's Message Index:
----------------------
1. 12:23 AM - Re: FW: PFA NW Strut Fly-in this Sunday - Manchester Barton (Duncan McFadyean)
2. 12:37 AM - Re: Mono Wheel Trailer Spares (RoddyEuropa@aol.com)
3. 12:43 AM - Re: FW: PFA NW Strut Fly-in this Sunday - Manchester Barton (NevEyre@aol.com)
4. 04:25 AM - Re: pip-pin accident! Need spare and medical help! (Kingsley Hurst)
5. 09:35 AM - Wing spar pip pins (Fred R. Klein)
6. 02:48 PM - Re: Jabiru 3300 Engine option (ACJARVIS1@aol.com)
7. 03:14 PM - Wobbly Wing Movement (Tony Bale)
8. 04:13 PM - Re: Jabiru 3300 Engine Option (rlborger)
9. 04:45 PM - Re: Jabiru 3300 Engine option (Fred R. Klein)
10. 05:20 PM - Re: Jabiru 3300 Engine option ()
11. 08:28 PM - Re: Jabiru 3300 Engine option (Tony Renshaw)
12. 09:38 PM - Landing Gear Frame to Fuse (Tony Renshaw)
13. 10:04 PM - Re: Jabiru 3300 Engine option (MICHAEL PARKIN)
14. 11:36 PM - Re: Landing Gear Frame to Fuse (R.C.Harrison)
15. 11:48 PM - Re: Jabiru 3300 Engine option (Kingsley Hurst)
Message 1
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| Subject: | Re: FW: PFA NW Strut Fly-in this Sunday - Manchester Barton |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Was going to Ashcroft, which is almost there. What time do you anticipate
being at Barton?
DucnanMcF
do not archive
----- Original Message -----
From: "William Mills" <combined.merchants@virgin.net>
Subject: Re: Europa-List: FW: PFA NW Strut Fly-in this Sunday - Manchester
Barton
> --> Europa-List message posted by: "William Mills"
<combined.merchants@virgin.net>
>
> Are we all going to Barton today to cheer for Nev? Don't forget to bring
> your pom-poms!
> Regards,
> William
> ----- Original Message -----
> From: "Jeremy Davey" <EuropaFlyer_3@msn.com>
> To: "Europa Forum" <europa-list@matronics.com>
> Subject: Europa-List: FW: PFA NW Strut Fly-in this Sunday - Manchester
> Barton
>
>
> > --> Europa-List message posted by: "Jeremy Davey"
<EuropaFlyer_3@msn.com>
> >
> > Anyone fancy a trip to Manchester this Sunday?
> >
> >
> > Cheers,
> >
> > Jeremy
> >
> >
> > _____
> >
> > From: Firas Bakir [mailto:firas.bakir@virgin.net]
> > To: webmaster@europaclub.org.uk
> > Subject: PFA NW Strut Fly-in this Sunday - Manchester Barton
> >
> >
> > Hi,
> >
> >
> > The PFA North Western Strut are holding the annual strut Fly-in at
> > Manchester Barton Aerodrome (UK) this Sunday 19th September 2004.
Europas
> > from every where are most welcome. We had good attendance by few
Europas
> > last year, but we need more this year. Free Landing and Free Burgers &
> > Refreshments for crew members, plus the usual club-house facilities.
> Barton
> > have a nice collections of aircrafts and you will have the chance to
visit
> > the nearby Trafford Centre (5 minutes by taxi). All types of aircrafts
> and
> > in particular PFA & Vintage type are welcome.
> >
> >
> > Please check the PFA NW Strut's for more information
> > <http://www.pfanwstrut.flyer.co.uk/> www.pfanwstrut.flyer.co.uk .
> > Alternatively if any one is interested in a copy of the poster in PDF
> format
> > or more information you can email me on
> > <mailto:firas@pfanwstrut.flyer.co.uk> firas@pfanwstrut.flyer.co.uk
> >
> >
> > Many thanks and hope to see as many of you as possible at the Fly in.
> >
> >
> > Regards,
> >
> >
> > Firas Bakir
> >
> > PFA NW Strut
> >
> >
> > FIGHT BACK AGAINST SPAM!
> > Download Spam Inspector, the Award Winning Anti-Spam Filter
> > http://mail.giantcompany.com <http://mail.giantcompany.com/>
> >
> >
>
>
Message 2
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| Subject: | Re: Mono Wheel Trailer Spares |
--> Europa-List message posted by: RoddyEuropa@aol.com
Hi Steve
I replaced the original straps with a solid foam supports inside the steel
trailer wing supports U's. Made from blue foam lined with softer foam from a
camping sleeping mat. I found this worked much better than the original
straps.
If I did it again I would make a glass fibre support using the wing wrapped
in soft foam as a plug, to get a better fit.
Rod Kesterton #220
In a message dated 18/09/2004 18:27:50 GMT Standard Time,
steve.crimm@stephenscott.com writes:
Flight,
I have recently purchased N15JN, completed kit A058. I got a trailer with
the deal and need to replace the main wing support cushions/pads.
What has anyone used or have they gone back to Europa or the original
trailer builder to get replacements for the wing support padding?
Message 3
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| Subject: | Re: FW: PFA NW Strut Fly-in this Sunday - Manchester Barton |
--> Europa-List message posted by: NevEyre@aol.com
Hi All,
I am not going to Barton today, only just got back from marsalling on the
Wales Rally GB, need to catch up on some sleep !
Cheers,
Nev.
Message 4
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| Subject: | Re: pip-pin accident! Need spare and medical help! |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
All,
Have been away for the weekend and just trying to catch up on the list
items.
With respect to the Pip Pins for the main spars, just want to draw
everybody's attention to the fact that those listed in the Aircraft Spruce
Catalog(ue) are quote "NOT FOR STRUCTURAL USE ON AIRCRAFT"
It may be worth checking this out with other suppliers too.
Just thought I'd point this out.
Regards
Kingsley
Message 5
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| Subject: | Wing spar pip pins |
--> Europa-List message posted by: "Fred R. Klein" <fklein@orcasonline.com>
> --> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
>
> With respect to the Pip Pins for the main spars, just want to draw
> everybody's attention to the fact that those listed in the Aircraft Spruce
> Catalog(ue) are quote "NOT FOR STRUCTURAL USE ON AIRCRAFT"
All,
Point well taken!
With respect to those in the McMaster-Carr catalogue, there is no mention of
limitations on intended use; however, there is extensive information on
structural qualities of the listed products given on cat. pg. 3088, to wit:
> Shank and spindle are precipitation-hardened stainless steel (17-4PH or 15-7
> MO).
> Rockwell hardness for the shank and spindle is C40.
> The two locking balls are stainless steel. Rockwell hardness for thelocking
> balls is C25-C38 for Styles A and B ; C58-C62 for Styles C-G .
> For Styles A-F diameter tolerance is -.0015" to -.003" For Styles A-F length
> tolerance is +.020";
> Double shear strength (listed in chart) is the amount of force applied to
> the side of a pin in two places causing it to break into three pieces.
>
> Inch(StylesA-F)
> Diameter 1/2"
> Double Shear Strength, lbs. 36,800
Interpretation of this data is well beyond my expertise; perhaps the factory
would render an opinion. (?)
Fred
A194
Message 6
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| Subject: | Re: Jabiru 3300 Engine option |
--> Europa-List message posted by: ACJARVIS1@aol.com
Being at heart a glider pilot, when I started on this homebuild lark I had
naively thought one's problems were just about over when the airframe was
built . I imagined you just bolt in the engine, probably a Rotax, connect the fuel
and some wires, and the rest just happened. I now have a sneaking feeling
it's not that simple....
Reading all the technical snags people are running into makes me wonder. I
know for a fact that if snags are out there, I will get the lot.
At least I have the luxury of time before I have to send someone another
huge sum of money (for the engine that is- and maybe this time I'll get the
goods I paid for.) But now a new dilemma- should the money go to Austria or
Australia?
My point is , no doubt many builders would be very interested in a nicely
cowled Jabiru option; but would it be a better choice than the Rotax? if so ,
will it be easier to fit, more reliable, more economical, etc etc? Obviously
the hiatus in Kirkbymoorside offers Jabiru an ideal chance to come up with a
brand new firewall- forward package, but ....how does one decide which engine to
buy? And then what about these diesels? Heavy and smelly but so much
simpler...so ,sell me an engine, Andy at Suncoast Sportplanes!
Andrew Jarvis 599 [wingless wonder]
Message 7
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| Subject: | Wobbly Wing Movement |
--> Europa-List message posted by: "Tony Bale" <tony.bale@virgin.net>
Greetings one and all,
We had our inspection on XS 336 last week, all went pretty well with one
exception. The left wing demonstrated 5 -10mm of forward / aft movement at
the tip. Our inspector was unhappy with this (as to were we). After investigation
with the PFA and we spoke to Europa, it was confirmed this was a pretty serious
issue, not previously come across, and needs rectification. We de-rigged
the wings and inspected the left wing pip-pin locking / location mechanism.
We found the barrel W26C which is loctited to W26B Socket housing which rotates
(slightly) in W26A body, had, we believe, been manufactured undersize (yet to
be confirmed but looks pretty certain). Although this is probably only 2 or 3
thou' max, at the wing tip you get a dramatic movement and a clunk.
I hope its just us, but for all you builders putting together the wing mounting
/ pip pin locking mechanism, I suggest a good check is required. For my own
interest, I would be keen to here of other occurances / findings.
Also had the old girl weighed Friday, monowheel 912S with 24 A/H battery, metal
tie downs, big fire extinguisher, pretty full panel, unuseable fuel, full oil,
vacuum system, weight 803 LB.(as measured by Plane Weights).
Look forward to feedback
Tony.
Message 8
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| Subject: | Re: Jabiru 3300 Engine Option |
--> Europa-List message posted by: rlborger <rlborger@mac.com>
Andrew,
I'd say it depends on what your primary use for the Europa will be and
where you will be using it.
I purchased the ROTAX 914 because I plan to use my aircraft as a
cross-country cruiser and I plan on flying in to and (hopefully) out of
airports in the western states where field elevations can be around
8,000 feet and higher. So for high-altitude, high-efficiency, cruise
and high airports the turbo is the only way to go. It (any ROTAX) is
also the closest thing to "stick it on and fly" available out there
today. Lots and lots of them flying in Europas today. Most of the
bugs are worked out. But, still not without a fair bit of work and
tuning involved.
If you are only flying the coasts and moderate altitudes inland, then
either a ROTAX 912S or the Jabiru 3300 would be just jim dandy.
If you are just looking for a self-launching sailplane and aren't
interested in cross-country cruising, consider a ROTAX 912 or Jabiru
2200.
I actually saw the Jabiru 3300 earlier this year at the SWRFI. It is
an absolute jewell of an engine. I'm serious, it looked like a work of
art. I have not seen a Europa installation and have no idea how it
works there. I think there have been various postings in the past on
the pros and cons. You ought to try a search of the forum for some
background.
As for one of the diesel engines... Lots of potential for economy.
They operate at low, airplane engine, rpm so no PSRU's. Low
flammability fuel. Many excellent attributes. Also heavy and stinky
and there are darn few flying these days. So, you better be ready to
have most, if not all, of the first installation headaches. Remember,
you can always tell the pioneers by all the arrows sticking in their
backs. Seriously consider sticking with a tried and true
engine/airframe combination.
Recently, like post EMIL failure, when I talk to folks thinking about
buying a kit, I strongly recommend they escrow the funds and release
them only after the necessary bits and pieces are delivered. Consider
that when it comes time to lay out many tens of thousands of dollars
for a FWF installation. I didn't get bit as bad as others have, but
I'm still out about $7-8k worth of undelivered bits and pieces. Most
of that in the Airmaster C/S prop & controller and the trailer. But
still owed the plexi, 2nd alternator and interior kit as well.
Just a few of my thoughts on your questions. I'm sure others will have
their own 2-bits to add. I hope I haven't confused you too badly ;-)
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, 914, Airmaster C/S
http://forum.okhuijsen.org/N914XL
(75%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, outrigger mod in,
Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar
in, flap drive in. Working in - 24 Instrument Panel, 25 Electrical, 27
Setting Wings, 28 Flaps, 29 Main Gear, 30 Fuel System, 32 Tail, 34 Door
Latches & 35 Doors, 37 Finishing.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
Message 9
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| Subject: | Re: Jabiru 3300 Engine option |
--> Europa-List message posted by: "Fred R. Klein" <fklein@orcasonline.com>
on 9/19/04 1:45 PM, ACJARVIS1@aol.com at ACJARVIS1@aol.com wrote:
> --> Europa-List message posted by: ACJARVIS1@aol.com
>
> no doubt many builders would be very interested in a nicely
> cowled Jabiru option; but would it be a better choice than the Rotax?
>
Specs on the Jabiru show 107hp @ 2750 rpm & 120hp @ 3300...this strikes me
as a bit high for optimum propellor efficiency (?).
Comments anyone?
Fred
A194
Message 10
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| Subject: | Jabiru 3300 Engine option |
--> Europa-List message posted by: <info@suncoastjabiru.com>
Andrew,
You're not alone in your views about the 'firewall-forward' part of the
kit-build so often conveniently overlooked by kit manufacturers! I fairness
I suppose, to all kit companies (except Jabiru, who I think are unique
selling both aircraft and engines), the Firewall-Forward is 'Somebody Else's
Problem'. Kit manufacturers tend to concentrate on airframe support, and why
not? Having said that, I do applaud Europa's long-standing support for the
Rotax setups and I'm not here to rubbish Rotax in favor of Jabiru. However
(!), I ask potential engine customers to consider the following issues:
1. Simplicity. The Jabiru is designed as an aircraft engine, uses all
'aircraft' (AN/SAE) fastenings, is direct-drive and air cooled. No gearbox,
radiator, header tank, fluid pipework, etc.
2. Reliability. Jabiru engines have a 2000 hour TBO, with a 1000 hour
recommended top-end overhaul - essentially changing the piston rings and
re-honing the bores, and maybe re-seating the valve seats if necessary. No
need to split the crankcase until 2000 hours.
3. Cost of ownership. Jabiru parts are around 1/2 the cost of equivalent
Rotax parts, and the cost of TBO overhaul, parts and labor, is currently
around $6500 all-in, and remember it's at 2000 hours, so the cost-per-hour
is very competitive with those having lower published TBOs.
4. Flexibility in use. The engine runs equally well on AvGas or premium
auto-gas (minimum 93 Octane), and uses regular aviation oil.
5. Sound. The Jabiru's maximum RPM is 3300, not over 6000.
OK, that's about as close as I'll get to a hard-sell on here; I respect that
these lists are for inter-owner technical information and opinion and not
necessarily for heavy marketing or 'our product is better than theirs'. All
I ask is that prospective customers look closely at the alternatives and
decide based on their own preferences. I'll be happy to provide more
information or enter discussion here if members are interested....
Andy Silvester
Suncoast Sportplanes, Inc.
www.suncoastjabiru.com
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
ACJARVIS1@aol.com
Subject: Re: Europa-List: Jabiru 3300 Engine option
--> Europa-List message posted by: ACJARVIS1@aol.com
Being at heart a glider pilot, when I started on this homebuild lark I had
naively thought one's problems were just about over when the airframe was
built . I imagined you just bolt in the engine, probably a Rotax, connect
the fuel
and some wires, and the rest just happened. I now have a sneaking feeling
it's not that simple....
Reading all the technical snags people are running into makes me wonder. I
know for a fact that if snags are out there, I will get the lot.
At least I have the luxury of time before I have to send someone another
huge sum of money (for the engine that is- and maybe this time I'll get the
goods I paid for.) But now a new dilemma- should the money go to Austria or
Australia?
My point is , no doubt many builders would be very interested in a nicely
cowled Jabiru option; but would it be a better choice than the Rotax? if so
will it be easier to fit, more reliable, more economical, etc etc?
Obviously
the hiatus in Kirkbymoorside offers Jabiru an ideal chance to come up with a
brand new firewall- forward package, but ....how does one decide which
engine to
buy? And then what about these diesels? Heavy and smelly but so much
simpler...so ,sell me an engine, Andy at Suncoast Sportplanes!
Andrew Jarvis 599 [wingless wonder]
Message 11
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| Subject: | Jabiru 3300 Engine option |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Andrew,
I am aware Jabiru here in Australia are selling a complete fwf kit for the
Europa, so the question is "why do you think you can do it better than what
is already on offer out of Australia?". I know for a fact that the Jabiru
3300 cowling makes it the nicest lines of any Europa, but that is my
opinion. Standing by....................
Reg
Tony Renshaw
Sydney Australia.
P.S. I am still undecided as to which engine I am going to go with.
At 10:17 AM 9/20/2004, you wrote:
>--> Europa-List message posted by: <info@suncoastjabiru.com>
>
>Andrew,
>
>You're not alone in your views about the 'firewall-forward' part of the
>kit-build so often conveniently overlooked by kit manufacturers! I fairness
>I suppose, to all kit companies (except Jabiru, who I think are unique
>selling both aircraft and engines), the Firewall-Forward is 'Somebody Else's
>Problem'. Kit manufacturers tend to concentrate on airframe support, and why
>not? Having said that, I do applaud Europa's long-standing support for the
>Rotax setups and I'm not here to rubbish Rotax in favor of Jabiru. However
>(!), I ask potential engine customers to consider the following issues:
>
>1. Simplicity. The Jabiru is designed as an aircraft engine, uses all
>'aircraft' (AN/SAE) fastenings, is direct-drive and air cooled. No gearbox,
>radiator, header tank, fluid pipework, etc.
>2. Reliability. Jabiru engines have a 2000 hour TBO, with a 1000 hour
>recommended top-end overhaul - essentially changing the piston rings and
>re-honing the bores, and maybe re-seating the valve seats if necessary. No
>need to split the crankcase until 2000 hours.
>3. Cost of ownership. Jabiru parts are around 1/2 the cost of equivalent
>Rotax parts, and the cost of TBO overhaul, parts and labor, is currently
>around $6500 all-in, and remember it's at 2000 hours, so the cost-per-hour
>is very competitive with those having lower published TBOs.
>4. Flexibility in use. The engine runs equally well on AvGas or premium
>auto-gas (minimum 93 Octane), and uses regular aviation oil.
>5. Sound. The Jabiru's maximum RPM is 3300, not over 6000.
>
>OK, that's about as close as I'll get to a hard-sell on here; I respect that
>these lists are for inter-owner technical information and opinion and not
>necessarily for heavy marketing or 'our product is better than theirs'. All
>I ask is that prospective customers look closely at the alternatives and
>decide based on their own preferences. I'll be happy to provide more
>information or enter discussion here if members are interested....
>
>Andy Silvester
>
>Suncoast Sportplanes, Inc.
>www.suncoastjabiru.com
>
>
>-----Original Message-----
>From: owner-europa-list-server@matronics.com
>[mailto:owner-europa-list-server@matronics.com] On Behalf Of
>ACJARVIS1@aol.com
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Jabiru 3300 Engine option
>
>--> Europa-List message posted by: ACJARVIS1@aol.com
>
>Being at heart a glider pilot, when I started on this homebuild lark I had
>naively thought one's problems were just about over when the airframe was
>built . I imagined you just bolt in the engine, probably a Rotax, connect
>the fuel
>and some wires, and the rest just happened. I now have a sneaking feeling
>it's not that simple....
>
> Reading all the technical snags people are running into makes me wonder. I
>know for a fact that if snags are out there, I will get the lot.
>
>At least I have the luxury of time before I have to send someone another
>huge sum of money (for the engine that is- and maybe this time I'll get the
>
>goods I paid for.) But now a new dilemma- should the money go to Austria or
>Australia?
>
> My point is , no doubt many builders would be very interested in a nicely
>cowled Jabiru option; but would it be a better choice than the Rotax? if so
>will it be easier to fit, more reliable, more economical, etc etc?
>Obviously
>the hiatus in Kirkbymoorside offers Jabiru an ideal chance to come up with a
>
>brand new firewall- forward package, but ....how does one decide which
>engine to
>buy? And then what about these diesels? Heavy and smelly but so much
>simpler...so ,sell me an engine, Andy at Suncoast Sportplanes!
>
>
>Andrew Jarvis 599 [wingless wonder]
>
>
Message 12
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| Subject: | Landing Gear Frame to Fuse |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Gidday,
I am about to mount the landing gear frame to the front of the fuse, to
bolt it up to the sides of the tunnel. So, I note on page 22-2 of my Issue
4 manual it states:
"The correct location for the trame is when the top and side tubes which
are in the vertical plane are within 1.5 to 3 mm (1/16"-1/8") of the
firewall vertical plane."
OK, I can do that but then it states:
"Ensure that there is a gap between the top tube and the fuselage structure
of at least 5mm (3/16") for the rubber bungee, which assists landing gear
retraction, to squeeze through"
There is a problem in that both tubes are in the same alignment. When you
get the vertical one at 5 mm and the base of the frame at 1.5-3 mm you
create a wedge shaped, non consistent gap. If the top tube was set back
from the vertical face when in position, all would be well, and this is
what I expected after glancing at the frame and reading the manual. I am
building a taildragger so it doesn't matter as much that I don't get the
top 5 mm gap perfectly, but I am anxious that the cowls for example are set
up on this dimension, so I should maintain it irrespective of my
undercarriage setup. Oh, whilst I think of it, I am wondering if the frame
I should fill with redux where I bolt it up to the fuse? My mate downunder
reckons it is just extra weight, and not in the manual. I have a long and
chequered history of tightening things too much, and fear the same with the
landing gear frame mounting bolts. So, anyone else filled the area for
bolting with flox and redux??? (I have plenty of out of date redux so using
it is not an issue for me)
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 13
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| Subject: | Re: Jabiru 3300 Engine option |
--> Europa-List message posted by: "MICHAEL PARKIN" <mikenjulie.parkin@btopenworld.com>
Andrew,
It is not always that way. I did just as you suggest, took the 914 out of
the box, bolted it on, connected the fuel and wires, BALANCED THE CARBS AND
PROP and then went flying. The Rotax 914 is an excellent engine IMHO.
As for the Jabiru, there are a few issues that I know that still have not
been satisfactorily solved with a Europa installation - not least of which
is ground cooling. For real facts about Europa/Jabiru installation talk to
Bob Harrison (G-PTAG), he has the t-shirt.
regards,
Mike (G-JULZ)
----- Original Message -----
From: <ACJARVIS1@aol.com>
Subject: Re: Europa-List: Jabiru 3300 Engine option
> --> Europa-List message posted by: ACJARVIS1@aol.com
>
> Being at heart a glider pilot, when I started on this homebuild lark I
had
> naively thought one's problems were just about over when the airframe was
> built . I imagined you just bolt in the engine, probably a Rotax, connect
the fuel
> and some wires, and the rest just happened. I now have a sneaking
feeling
> it's not that simple....
>
> Reading all the technical snags people are running into makes me wonder.
I
> know for a fact that if snags are out there, I will get the lot.
>
> At least I have the luxury of time before I have to send someone another
> huge sum of money (for the engine that is- and maybe this time I'll get
the
> goods I paid for.) But now a new dilemma- should the money go to Austria
or
> Australia?
>
> My point is , no doubt many builders would be very interested in a nicely
> cowled Jabiru option; but would it be a better choice than the Rotax? if
so ,
> will it be easier to fit, more reliable, more economical, etc etc?
Obviously
> the hiatus in Kirkbymoorside offers Jabiru an ideal chance to come up with
a
> brand new firewall- forward package, but ....how does one decide which
engine to
> buy? And then what about these diesels? Heavy and smelly but so much
> simpler...so ,sell me an engine, Andy at Suncoast Sportplanes!
>
>
> Andrew Jarvis 599 [wingless wonder]
>
>
Message 14
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| Subject: | Re: Landing Gear Frame to Fuse |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@ukonline.co.uk>
Hi! Tony.
I'll leave out the reply about the redux except to say it's a good idea to
block off the ends facing forward to ensure there's no intake of water and
thus corrosion (Having sprayed some inhibitor in.)
On the problem about crushing I too was concerned so I used "saddle" washers
which are curved one side to fit the tube under the nut and so spread the
load round the tube.
I recall also that when I fixed the engine mount (Jabiru ) I found some dead
size fit heavy gauge tube to fit inside the tubes, reduxed in place to
assist the bending moment and shear line back to the first bolts.
Don't forget to use some clingfilm round the tube as you bed it (Just in
case you need to take it out again!
Regards
Bob Harrison G-PTAG
----- Original Message -----
From: "Tony Renshaw" <tonyrenshaw@optusnet.com.au>
Message 15
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| Subject: | Jabiru 3300 Engine option |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
With no disrespect for my Aussie compatriots who are having a go, if I
was in the market for a Jabiru engine, I would have to ask the following
questions.
1 How many Jabiru engine owners have actually reached the quoted 2,000
hr TBO ?
2 How many owners, in reaching their 2,000 hours have had to do only
one interim top overhaul at 1,000 hrs ?
3 Do Jabiru publish Technical Bulletins or AD's in respect of their
engines ? If not, why not ? A search of their website today revealed
only one Tech Bulletin which is about contaminated fuel. If anybody
knows of others, please advise, I admit not having researched this
thoroughly.
Fred Klein said : Specs on the Jabiru show 107hp @ 2750 rpm & 120hp @
3300...this strikes me
as a bit high for optimum propellor efficiency (?).
I understand this is correct Fred
Observation only - When I purchased my Airmaster Propeller, I noted the
maximum allowable RPM of the prop is less than the 3,300rpm Max BHP of
the Jabiru 6cyl engine so with the Airmaster at least, the maximum
performance is rendered unusable.
Ques to Andy Silvester in relation to the statement . . . . "
Simplicity. The Jabiru is designed as an aircraft engine, uses all
'aircraft' (AN/SAE) fastenings, is direct-drive and air cooled. No
gearbox,
radiator, header tank, fluid pipework, etc."
Not disputing your statement Andy, but does this infer the Rotax 912 -
914 series are not designed as aircraft engines? Does making an engine
liquid cooled, disqualify it as an aircraft engine ? If so, for what
purpose was the Rolls Royce Merlin developed before becoming an aircraft
engine ?
While on the subject of aircooled vs liquid cooled engines, I am
familiar with a modification carried out over here by the gliding
movement. A Piper Pawnee was converted to a Ford V6 engine and
initially, the age old problems of gearing down the propeller were
encountered but have been put to bed using a wide lugged belt drive.
There has been no problems whatsoever with the engine itself but several
problems were encountered with the exhaust system which has now also
been overcome. The aircraft has now been operating for a few years and
performance wise is identical to the original Lycoming. On descent, it
is able to embarrass the Lycoming powered Pawnees by being able to get
back on the ground extremely rapidly with no adverse cooling problems.
Then there is another aspect called economy, well this is just
laughable. You'd never guess which one burns the most fuel !
Regards
Kingsley Hurst
Mono Classic 281 in Oz.
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