Today's Message Index:
----------------------
1. 04:09 AM - Re: Europa-List Digest: 12 Msgs - 11/24/04 (Graham Singleton)
2. 04:14 AM - Closing up (Graham Singleton)
3. 04:48 AM - Re: Europa Fatality? (M.J. Gregory)
4. 10:24 AM - Re: Closing up (Kingsley Hurst)
5. 01:45 PM - Pop rivets (Sidsel & Svein Johnsen)
6. 02:22 PM - Giving Thanks? I'm just a big coolant turkey. (Steve Hagar)
7. 07:46 PM - MAndatory Service Bulletin (Dave Anderson)
Message 1
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Subject: | Re: Europa-List Digest: 12 Msgs - 11/24/04 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 24/11/2004 -0800, you wrote:
>Closing up
>From: "Al Stills" <astills@senecawholesale.com>
>
>--> Europa-List message posted by: "Al Stills" <astills@senecawholesale.com>
>
>John
>Thanks for the suggestion. I'm a little leery of moving the firestop
>farther back
>into the cavity. Let me know how it comes out.
>
>Al Stills
>N625AZ
So am I, the tunnel is not fire proof. Probably wise to add stainless to
the sides of the tunnel in front of the bulkhead
Graham
Message 2
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--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 24/11/2004 -0800, you wrote:
>--> Europa-List message posted by: "astills" <astills@cox.net>
>Bob,
>I wasn't aware of the "blanket" being available. Thanks for the info, I'll
>look into it.
>Al Stills
>N625AZ
Neither was I! Thanks for that Bob
Graham
Message 3
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Subject: | Europa Fatality? |
--> Europa-List message posted by: "M.J. Gregory" <m.j.gregory@talk21.com>
Hello Mark,
Following your question, I made inquiries of Alex Kaarsberg in Brazil. He
told me that:
"They are 99% certain it was an accident provoked by running out of fuel
when circling to land. It is believed they stalled and fell into trees and
that it was the fall from the tree that killed one and left the other
without any memory of the accident or the time leading up to it. They had
taken of from another airport where there was a strike in the fuel depot and
there was no fuel found in the tank that survived the fall. The deceased was
an icon in the Brazilian GA world and nobody can believe he would get caught
out in a situation like that, but it looks like that is what happened,
Murphy lurks even in the best families. There will not be an official
inquiry as it was an ultralight, but the factfinding has still taken place
all the same."
I am sure we are all saddened to learn of this tragedy - thank you for
bringing it to the notice of the forum.
Fly safely,
Mike
Mike Gregory
Europa Club Safety Officer
--> Europa-List message posted by: MJKTuck@cs.com
Hi Folks,
I was reading a feature on the Falco website (www.seqair.com) and was
surprised by what it said.
http://www.seqair.com/Falco/FalcoPeople/Almeida/Almeida.html
<< I am very sorry to report that the Brazilian aviation writer Fernando
Almeida died as a result of an aircraft accident on July 5, 2003 at 10:30 AM
at Jundiai, about 50 km from Sao Paulo. Also in the aircraft was Fernando
Del Nero Landi who is reported to be in very serious condition. The aircraft
is reported as a Europa PU-LAN.>>
Does anyone have any details of the cause? Also how Fernando Del Nero Landi
is doing?
Regards,
Martin Tuck
Europa N152MT
Wichita, Kansas
Message 4
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--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
Fair enough Fred, don't disagree with you at all mate.
There are two things I hope I never experience in flight, structural failure
and fire. Apart from being caused by a mid air collision, I'm not at all
worried about the Europa falling apart so I'm still left with 'fire'.
So what do you propose we can do about it in practical terms?
Apart from good housekeeping and vigilance, the main thing I intend doing is
making a cowl flap that can be fairly well closed up to limit the flow of
air. Just how hard this will be I don't know yet.
Regards
Kingsley
> I'll even propose that one need not fuss excessively over fire
> protection to merely protect the occupants, though obviously
> important. This blanket should be enough, I'd say. However, the
> further issue is how long the plane will remain flyable in the event
> of a serious fire in the engine compartment.
>
> What I think is more important is design and installation of
> appropriate things such that the risk of fire is extremely remote.
> The Rotax installation has several shortcomings in this regard, I
> believe, and I doubt Europa has tested it as FAA requires -- an
> in addition to no burn-through of firewall barrier material -- since
> it appears they require for composite aircraft that the test be
> performed while subject to dynamic loads and moving air inside the
> cowling expected in flight.
>
> A recent example of what I'm referring to is found in the following
> accident (Stemme motorglider with Rotax engine):
>
>
http://www.ntsb.gov/NTSB/brief2.asp?ev_id=20010717X01444&ntsbno=CHI01LA216&a
key=1
>
> What's noteworthy, in addition to similar faults in the Europa Rotax
> installation, is the few number of minutes for the fire to spread in a
> composite aircraft. There was also a tragic accident here (near my
> house!) where a Cessna 310 caught fire on departure, and the guy
> needed only to get back down from maybe 2,000' AGL over flat terrain.
> This is a metal airplane, not a plastic one of course, and an
> emergency descent in a 310 can be real quick if need be, but it took
> too long.
>
> Reg,
> Fred F.
>
>
Message 5
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--> Europa-List message posted by: "Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
I am preparing to install Southco quarter-turn fasteners in the cowls,
according to Europa Club Mod No. 10405.
It turns out that I do not have long enough pop rivets to fix the
receptacles. The mod instruction mentions "AAC-32, AAC-34 AAC-36 or similar
short, medium and long 3/32" pop rivets." Should be countersunk rivets.
I have TAPK 36 BS countersunk rivets (6.0 mm length), but they are some 2 mm
short.
I admit I don't know much about rivet sizes, but cannot find anything close
to the required length - or the mentioned AAC rivets - in the catalogues of
ACS, Wicks or Light Aero.
Can anyone please guide to me to suitable rivets, and where they can be
procured (in Europe or in the U.S.)?
Regards,
Svein K. Johnsen
A225 - now in Norway
Message 6
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Subject: | Giving Thanks? I'm just a big coolant turkey. |
4.08 DATE_IN_FUTURE_12_24 Date: is 12 to 24 hours after Received: date
0.50 MIME_BOUND_NEXTPART Spam tool pattern in MIME boundary
--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
I just finished putting in that $25 a gallon coolant that Rotax is now requiring.
Of course the only way to get the old stuff out is to pull out the radiator
and sploose it all over the garage floor. It only took most of the day to
remove and replace the beast. Am I thankful that job is over. Now I just have
to mop up the blood and anti-freeze off of the floor. Has anybody welded
some drain plugs in their radiators?
Steve Hagar
A143
Mesa, AZ
Steve Hagar
hagargs@earthlink.net
Message 7
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Subject: | MAndatory Service Bulletin |
--> Europa-List message posted by: "Dave Anderson" <dja767@charter.net>
I just complied with the Rotax mandatory service bulletin by replacing my coolant
with the new NPG+ coolant - waterless. The concept is simple - the coolant
now has a boiling point of 375 degrees F so there is no possibility of boiling
over should the CHTs approach the 275 degree F limit. I have three flight with
it now and I can say that the temps are running warmer than they have in the
past. I am not sure this is a good thing, since it is now winter and the air
temp is cool. I suppose I will see what happens when we warm up again. My engine
monitor reads about 10 degrees high, so I am seeing 240 degrees where I would
normally see about 230 in climb. The CHTs also seem to come up faster taxiing
out, but the oil temp doesn't warm up any faster.
Has anyone used this coolant yet?
In the process of replacing the fluid, I removed my exhaust system (914) and found
that my exhaust leak may have been coming from the flange where the exhaust
goes into and out of the turbo. I have carefully planed those surfaces and reassembled
it. I have had no CO detected in the cockpit since then and will be
looking at the area around the turbo to see if there is any more evidence of
leakage there.
Dave
A227
Mini U2
276 hours TT
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