Today's Message Index:
----------------------
1. 12:02 AM - Re: GPS problem (nigel charles)
2. 06:22 AM - Re: Fuel Sender (SteveD)
3. 06:27 AM - Re: Fuel Sender (SteveD)
4. 06:42 AM - Re: Europa-List Digest: 31 Msgs - 10/07/04 (Graham Singleton)
5. 08:25 AM - Re: FW: Concorde (Gerry Holland)
6. 08:52 AM - Re: Engine Monitor (Craig Ellison)
7. 08:56 AM - Service ceiling / 912S (John & Paddy Wigney)
8. 09:43 AM - Re: Fuel Sender (Ronald J. Parigoris)
9. 09:59 AM - Re: Re: Europa glider pilots (Terry Seaver)
10. 12:25 PM - Re: GPS problem (Ian M)
11. 04:55 PM - Re: 912S starters (SteveD)
12. 05:25 PM - Re: GPS problem (Fred Fillinger)
13. 05:47 PM - Re: GPS problem (Cliff Shaw)
14. 07:45 PM - Re: GPS problem (Fergus Kyle)
15. 08:04 PM - Firewall goop (Fergus Kyle)
16. 09:15 PM - Re: FW: Concorde (DuaneFamly@aol.com)
17. 11:38 PM - Epibond 420, not exact same as Redux (Ronald J. Parigoris)
Message 1
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--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
I have the KMD150 as well and have the aerial just above it on top of
the instrument panel. Mine has worked fine without any interference. I
think it highly likely that the interference suffered is due to the way
the panel has been wired. When the distances between sensitive equipment
are small the layout and screening of the wires are critical to avoid
problems. In my case the radio is separated from the GPS by the uMonitor
which probably helps to reduce interference.
Relocating the aerial is probably the easiest and quickest way to
overcome the problem in this case. However for those still building,
provided that the wiring is done carefully and the radio is not
immediately adjacent to the GPS, the aerial can be placed on top of the
panel. This has the advantage of reduced wiring length and is one less
connection between the panel and airframe.
Nigel Charles
Message 2
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2.60 REPLY_TO_EMPTY Reply-To: is empty
--> Europa-List message posted by: "SteveD" <Post2Forum@comcast.net>
Dan, with the CM already in, if you want to put the unit in the headrest your going
to have to drill a large diameter hole in the head rest and the installed
wood plate. If you go to the side of the head rest your going to have to put
in some reinforcing lay ups.
http://forum.okhuijsen.org/album21
Cap. fuel gauge install.
also NAS1473-A3:
http://www.wicksaircraft.com/catalog/product_cat.php/subid=2381/
From looking at mod 60 I would guess that the spit ring is a "O" with a slit in
it from inside to outside. This would let you push one end of the ring into the
tank, then turning the ring wild allow the ring to screw it self into the tank.
Putting a large diameter ring thru a smaller hole.
Chat Later,
Steved
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Message 3
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2.60 REPLY_TO_EMPTY Reply-To: is empty
--> Europa-List message posted by: "SteveD" <Post2Forum@comcast.net>
Hmmmm.... looking at my CM you might be able to get the sender in without going
thru the top of the head rest but it looks tight....
Steved.
----------------
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Message 4
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| Subject: | Re: Europa-List Digest: 31 Msgs - 10/07/04 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 07/10/2004 -0700, you wrote:
>Actually John, the difference between E glass and S glass has nothing to
>do with the weave style.
>E stands for "Electrical" grade and has a glass filament offering good
>tensile and compressive strength but relatively poor impact strength.
>This is the type most commonly used for homebuilds and marine
>applications - and is the glass supplied by Europa.
>"S" Glass was originally developed in the 1950s with a different
>chemical composition and a filament diameter about half that of "E"
>glass - giving a far greater wetted area.
agreed Nigel,
My main spar caps on the Long EZ are S glass, as is the undercarriage bow.
Thats the only application I know of.
Graham
Message 5
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| Subject: | Re: FW: Concorde |
--> Europa-List message posted by: Gerry Holland <gnholland@onetel.com>
Mike
> I have just read eight emails that covered the Concorde, US tyranny, the
> British government's heavy handed tactics dealing with their demonstrating
> people, and the cost of flying from GB to the US. Not once was Europa
> mentioned! Now where are the people that complained about a Europa builder
> gathering information about an alternative engine for his Europa that his
> topic should not be on this forum because it is a Europa forum? Hardly a
> word.........
Mike
You are right. Andy had every right to talk openly about Jabiru alternatives
and in fact it was the most factual overview on any subject for a long time.
One or two complained. That's their right too.
The political outbursts were in the most party light hearted (well mine was
meant to be) and coincided with the annual Conference of each of our
Political parties.
Tongue in cheek.......
Concorde is an aircraft, Politics affects our ability to own or operate an
Aircraft, especially in Europe and most people here and about have taken
advantage of the enlightened costs of components in the USA and returned
them back here unseen via Atlantic flights.
On a more serious note. Many of your trends in the USA arrive here in UK
about 5 to 10 years later, Good or bad. The one that hasn't is the more open
attitude towards Homebuilt Aircraft building. Add to that a real threat from
Euro-Control that will make flying even more expensive through navigation
charges and Mode S TPx and politics does have a place here sometimes on the
forum.
In an effort to stay on the Forum ........ EUROPA. Nice Aircraft!
Regards
Gerry
Europa 384 G-FIZY
Trigear with Rotax 912 and Arplast CS Prop.
Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
PSS AoA Fitted.
Message 6
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| Subject: | Re: Engine Monitor |
--> Europa-List message posted by: "Craig Ellison" <craig.ellison2@verizon.net>
Thanks Cliff, that is good news! I was thinking of stacking them in front
of the left seat because I'm using the stock instrument panel.
craig ellison
silverton OR
picking up stabs and flaps from the painter today
waiting for FWF
----- Original Message -----
From: "Cliff Shaw" <flyinggpa@comcast.net>
Subject: Europa-List: Engine Monitor
> --> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
>
> Craig
>
> I am sending my reply out to the whole list because it is of general
> interest.
>
> I call Dynon again today. This time regarding the engine monoter. I ask
if
> they would be able to read the RPM to 6K. The reply was that it will go
to
> 7000. Good !!!
>
> The temperature probe that are being specked are for the Lycoming and
> Continental. But other probes are available. The "official" position is
> that first they will not be advising for the Rotax engine. Rotax support
> will be announced after the engine monitor gets released. Unofficially he
> said that there is no design reason that it will not work on the Rotax.
> Good !!!!
>
> I can see a real good panel with one Dynon in front of each seat of the
> airplane. Then switch the displays back and forth depending on who is PIC.
>
> Cliff Shaw
> 1041 Euclid ave.
> Edmonds, WA 98020
> 425 776 5555
>
> >I've been attempting to lay out my panel now while waiting for the FWF
kit
> >to come >available again. They should be shipping it again in the next
few
> >weeks so I can get >started on the engine install. So realistically it
> >might be some time before I actually neet it >in. If I was sure about it
I
> >would just plan for the 3" hole and go on.
> >
> >craig
>
>
Message 7
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| Subject: | Service ceiling / 912S |
--> Europa-List message posted by: John & Paddy Wigney <johnwigney@worldnet.att.net>
<<<<<<<<<<Time: 04:04:31 PM PST US
From: "Bill and Sue" <billandsue@billbell.co.uk>
Subject: Europa-List: RE: Europa glider pilots
----------------- At the risk of starting a my-Europa-flies-higher-than-yours thread,
what have those lucky enough to have theirs flying found to be the ceiling
for the 912/912S versions?
Bill >>>>>>>>>>>>>>>
Hi Bill,
I am not sure if you were looking for motor glider data but I have pasted in below
the entry from the aircraft logbook of my standard wing XS with a 912S when
I did a service ceiling check during my 40 hour test phase. As you can see,
I still had 200 + fpm at 16,000 ft and I estimate the true service ceiling at
100 fpm would be somewhere around 18,000 ft. I chose not to go any higher since
it was a bit chilly up there and I had proved my point to see how I would get
on in the Rockies. The gross was close to max with lead ballast for the passenger
and baggage, and the surface temperature was a little cooler than a 'standard'
day. I borrowed some oxygen gear for the flight. This flight was before
I added the fuel flow/totaliser option to my EIS so I do not have any good fuel
consumption data.
Cheers, John
N262WF, mono XS, 912S, WhirlWind 2 blade C/S prop
Mooresville, North Carolina
*******
Feb. 18, 2002 Hobbs time 43.2/44.5 1.3h flight time.
Service Ceiling Check. OAT= 12 degC, Baro = 30.29, Dens alt. = 392 ft. (Field height
= 965 ft) Filled 5 gallons 100 LL from can. Unsure if tank filled completely
to top, but close. Est T.O. weight = 1312 lbs. C of G at 60.61. Fuel = 7/8
& F. Start at 3.21pm. T.O. at 3.36, Hobbs = 43.4. 5800 then 5500 rpm after
gear up at 1200 ft., full throttle. Climb speed = 70 to 75 kts.
>From 2000 to 3000ft, R.O.C. = 950 fpm.
5,000 ft, 3m55s, OAT = 5degC, 70 kts, oil temp 119 degC R.O.C 790 fpm,. Dens
alt 3820 ft.
10,000 ft, 12m21s, OAT -1degC, 75 kts, oil temp 115 degC, R.O.C 500 fpm. Dens
alt 9282 ft.
16,000 ft, 30m55s, OAT 10 degC, 73 kts, oil temp 102 degC, R.O.C. 220 fpm. Dens
alt 15,617 ft.
Climb discontinued at 16,000 ft. Returned to KSVH. 1 landing. Stop at 4.42. Fuel
= & F.
*******
Message 8
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--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Hello Dan
I am not sure if Mod 60 with a LTS is what I installed, but it was the Europa
Mod, i purchased from europa with a float style sender and came with a VDO
gauge.
Anyway I installed it in a accelerated CPM. The way i did it was to install it
aft of the recommended location to avoid sitting on the seam of the tank. I
moved it sideways a bit as well to get to a flatter part of the tank as well. I
positioned so I could access the phillips screws with a screwdriver with a 30
or 40 degree offset, it is the type with gears so you turn handle and the tip
turns and stays at the offset. Could really not assemble in the position i
chose without that screwdriver. I had to work through the headrest hole, very
tight, but 1/32 inch extra clearance or 32 feet upon assemble does not matter,
you just need clearance.
The way you install it is to make a hole in tank. Then there is 2 rubber
gaskets that fit 1 on the outside and 1 on the inside of the tank. They supply
a aluminium ring, probably 1/8 thick and the width of the gaskets, perhaps just
a tad wider. Then you rivet the nut plates to the aluminium rings. Using flush
rivets. The nut plates have an o ring and a acorn style cover over the bottom.
This seals them to the aluminium, since the bottom is sealed no vapor can get
in.. thus no vapor can pass through threads and into the cockpit. you were
supposed to split the aluminium and somehow screw it into the tank like you
would a wire wound key ring. Hint from Neville was to cut the aluminium into 2
pieces, one with 3 nut plates, and 1 with 2 nut plates. that is what i did. i
made the mistake of trying to use some EZ Lube grease to get the rubber and
aluminium stuck. I think the name is EZ Lube, maybe EZ Turn. anyway it is a
real real thick grease for sealing threads and lubricating anything that lives
in petro. Mistake, although it worked well to position parts, it allowed the
O-ring to squeeze out sideways.
My CPM was out when installing, so i turned things upside down. It would be a
lot harder if you need to work right side up. If you can figure how to turn
what you have upside down with less than an hour of work, you will save
yourself a lot of hassle.
Since it is such a pain to position stuff, the second time around i made
gaskets from automotive fuel pump diaphragm material, it has a reinforcing in
it to make it more dimensional stable. I used 2 thickness which are the same
thickness as 1 of the original. I used some automotive weather stripping
contact glue thinned with MEK to hold and position stuff. worked great. local
aeroplane guys use it in fuel environment applications with good success.
If you cant find any of those sealed nut plates (call the factory) I would look
hard at machining a wider counter bore on the top face of the sender, then
machine or purchase some screws with wide and flat bottom and cut a gasket out
of 1 thickness of the diaphragm material. You would use a standard nut plate, i
would use the nut plates that are crimped, not elastic nylon. Also run a tap a
little ways into the nut plate to reduce some of the torque needed to tighten.
do this before you rivet in place, it takes a knack to get it where you want
it. BTW this works in other areas of europa, no need to bust your hands and
replace hardware on an inspection cover, just tap it till you reduce friction
where it is easy enough to turn and should not back out.
There ya go.
Ron Parigoris
A-265
Message 9
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| Subject: | Re: RE: Europa glider pilots |
--> Europa-List message posted by: Terry Seaver <terrys@cisco.com>
Hi Kingsley,
I missed the worst of the rotor, through no skill on my part, just dumb
luck. I was without oxygen, and was getting a little nervous when I was
at 15,000 feet and still ascending at 1000 fpm, with the throttle all
the way back and air speed nearing VNE. I finally turned down wind and
fairly soon was out of the lift. I hated to have to give up on all that
free energy, I can see how soaring could be rather addictive.
BTW, our Europa modifications and wiring diagram that were on Europa-USA
are also on my personal website, at:
http://terryseaver.home.comcast.net/europa_page.html
regards,
Terry Seaver
Kingsley Hurst wrote:
>--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
>
>
>
>>On one occassion I got caught is some wave coming back and ended up at
>>
>>
>15,000 feet and still climbing at 1000 fpm, with the throttle at idle
>and the ASI in the yellow arc.
>
>Terry
>
>Did you manage to avoid hitting the associated rotor ? I have only ever
>been in sheer wave in a glider a couple of times but I once flew (in a
>C172) in the lee of a mountain (mole hill by your standards) that was
>working and all I hit was rotor. At the time I didn't recognise what it
>was but boy was it rough, the aircraft felt like it was a piece of rag
>in the mouth of a frantic Alsatian dog.
>
>BTW In view of Bob Jacobsen no longer supporting the Europa-USA website,
>I have salvaged a copy of your Modifications article. An excellent
>article thanks Terry and congratulations on the systematic way you went
>about solving your problems and the way in which you have documented
>same for the likes of people like me.
>
>Do not archive.
>
>Regards
>Kingsley
>
>
>
>
Message 10
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--> Europa-List message posted by: Ian M <ian.mansfeld@tiscali.co.uk>
my skymap aerial is in the same place, with no problems. The antenna can
see through the panel & the glazing & body with no attenuation. GPS can
be affected by VHF radio nearby, so try with & without the radio
swiitched on. If it is the radio, you need an in-line notch filter
(Garmin do them, maybe via AFE at Oxford?).
Message 11
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| Subject: | RE: 912S starters |
2.60 REPLY_TO_EMPTY Reply-To: is empty
--> Europa-List message posted by: "SteveD" <Post2Forum@comcast.net>
I installed the new starter for the 912S, heres some photos..
----------------
This Email contains Photos or Attachments located at the following link:
http://forum.okhuijsen.org/viewtopic.php?p=2947#2947
----------------
Visit EuropaOwnersForum http://forum.okhuijsen.org/
Message 12
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--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
Ian M wrote:
> my skymap aerial is in the same place, with no problems. The antenna
> can see through the panel & the glazing & body with no attenuation.
> GPS can be affected by VHF radio nearby, so try with & without the
> radio switched on. If it is the radio, you need an in-line notch
filter
> (Garmin do them, maybe via AFE at Oxford?).
>
I can't see how a notch filter will solve the OP's problem, as this
item is to trap harmonics while transmitting and only needed on
certain oddball (in U.S.at least ) frequencies at that. As Nigel has
pointed out, interference from a noise source in the panel is a likely
suspect, but this type of noise weakens with the cube of the distance
from the source, so it needn't necessarily be moved much. If it
occurs when a comm is merely turned on, and it has a switching
regulator, that's a robust noise source. I'd first try moving the
antenna temporarily to various other places in the panel, even in the
area of the right-side shelf. Moving it to the top of the fuselage
will mean quite a few more feet of coax, for up to maybe 40% loss in
signal strength, so that even a compromised location somewhere in the
panel, like inside but underneath the shelf, can be acceptable.
Reg,
Fred F.
Message 13
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--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
40% ?????
My GPS antenna is not just an antenna. It is a receiver. The signal on the
wire coming out of it is data, not RF.
This equipment now days is pretty much all digital. My bet is that the
"noise" of the com is effecting the receiver of the GPS antenna. Fix it by
moving the antenna receiver mogul. That is the easy way and put it up out
of the way in the overhead.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
Message 14
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--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
----- Original Message -----
From: "Fred Fillinger" <n3eu@comcast.net>
Subject: Re: Europa-List: GPS problem
| --> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
|
| Ian M wrote:
| > my skymap aerial is in the same place, with no problems. The antenna
| > can see through the panel & the glazing & body with no attenuation.
| > GPS can be affected by VHF radio nearby, so try with & without the
| > radio switched on. If it is the radio, you need an in-line notch
| filter
| > (Garmin do them, maybe via AFE at Oxford?).
| >
|
| I can't see how a notch filter will solve the OP's problem, as this
| item is to trap harmonics while transmitting and only needed on
| certain oddball (in U.S.at least ) frequencies at that. As Nigel has
| pointed out, interference from a noise source in the panel is a likely
| suspect, but this type of noise weakens with the cube of the distance
| from the source, so it needn't necessarily be moved much. If it
| occurs when a comm is merely turned on, and it has a switching
| regulator, that's a robust noise source. I'd first try moving the
| antenna temporarily to various other places in the panel, even in the
| area of the right-side shelf. Moving it to the top of the fuselage
| will mean quite a few more feet of coax, for up to maybe 40% loss in
| signal strength, so that even a compromised location somewhere in the
| panel, like inside but underneath the shelf, can be acceptable.
|
| Reg,
| Fred F.
Cheers,
I agree with Fred. Funnily enough I just read an email about a month
ago where one of us had put his antenna on the starboard footwell ceiling in
the engine room.......... I think he said it worked well, but then there's
agreat big metal thing in there. Might be worth trying.
Does your wayward GPS box accept another antenna, perhaps an active
one? The alternate test is a good one.
Ferg
A064
Message 15
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--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
I just gooped the rudder bars which infringe upon the firewall
sides. I made overlapping plates either side and gooped the whole opening
with a McMaster-Carr offering of "Grace Flamesafe FS-1900 Sealant" - an
intumescent, elastomeric Firestop". I put the firepot to a copy of the
materials to see, and it kept the flames at bay for at least 15 minutes -
and it's good for one year.
tech assistance at 866-333-3726 or see at www.graceconstruction.com
Ferg
A064
www.mcmaster.com - start with page 1683, or search for fire stop compounds
I'm hoping it won't intumesce all over my golf shoes.
Message 16
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| Subject: | Re: FW: Concorde |
--> Europa-List message posted by: DuaneFamly@aol.com
Gerry,
Well, put. I guess that mine was more aimed at those that try to quell
discussion, rather than an open discussion in a wider range.
I am presently at CopperState here in Arizona and am starting to hear some
bad noise about aspects of European views on flying migrating here to the US.
Namely, privatizing many aspects of the FAA and FSS system. That would lead to
fees and charges for all the Wx info, Flight planning, etc. that are now paid
for with our taxes.
Mike Duane
A207 XS Conventional gear
Redding, California
Message 17
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| Subject: | Epibond 420, not exact same as Redux |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Just mixed up some of our new shipment of Epibond 420. The yellow slime seems bout
the same as redux, but the other is much more blue. Once mixed it is more blue,
where Redux is more green.
As far as shelf life, it is dated 6 months from MFG. Ship Date. Mine goes south
in
4 months, you see the place i purchased from, had it a little longer than a month.
i specific questioned sales rep and they go through a lot and it is very fresh.
Anyone test how it works after expiration date?
I know if stored properly redux can work fine for a year or more after its 2 year
expiration date.
Ron Parigoris
A-265
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