Today's Message Index:
----------------------
1. 05:28 AM - Re: FWF package (KARL HEINDL)
2. 05:30 AM - Re: Leaking slave cylinder (Paul McAllister)
3. 07:04 AM - Re: FWF package (Jim Thursby)
4. 08:44 AM - Re: Re: FWF options (Trevpond@aol.com)
5. 08:50 AM - Re: Leaking slave cylinder ()
6. 09:48 AM - 914 engine vs. 912 (Myron Haluschak)
7. 10:36 AM - Trigear Tires (irampil@notes.cc.sunysb.edu)
8. 10:58 AM - Re: Trigear Tires (Mark Burton)
9. 11:32 AM - Re: Trigear Tires (R.C.Harrison)
10. 11:55 AM - Europa A026 N4225W query (Rowland Carson)
11. 02:31 PM - Question about Alodine (David Simenauer)
12. 03:02 PM - Re: Question about Alodine (Cliff Shaw)
13. 03:30 PM - Re: Question about Alodine (Fred Fillinger)
14. 04:12 PM - Re: Re: FWF options (DuaneFamly@aol.com)
15. 07:32 PM - Re: Re: FWF options ()
16. 09:37 PM - landing gear line up (josok)
17. 09:42 PM - Wheel well cut out (josok)
18. 10:32 PM - Re: Wheel well cut out (Cliff Shaw)
Message 1
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--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
Ferg,
I did my test flight at the lower AUW to avoid Nav Canada tax, but it was a
waste of time. Nav Canada now levy the tax on anything hat flies. You might
as well do your climb test flight at 1500.
Karl
>From: "Fergus Kyle" <VE3LVO@rac.ca>
>Reply-To: europa-list@matronics.com
>To: <europa-list@matronics.com>
>Subject: Re: Europa-List: FWF package
>Date: Mon, 20 Dec 2004 22:16:11 -0500
>
>--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
>
>----- Original Message -----
>From: "Paul McAllister" <paul.mcallister@qia.net>
>To: <europa-list@matronics.com>
>Subject: Re: Europa-List: FWF package
>
>
>| --> Europa-List message posted by: "Paul McAllister"
><paul.mcallister@qia.net>
>|
>| Hi all,
>|
>| I'd like to share my experiences gained over the last 140 hours. I flew
>| both the 912S and 914 and I noticed a difference, so much so that I sold
>my
>| unused 912S (at loss) and purchased a 914.
>
>Paul,
> Thank you for that most interesting report on your choice of
>engine.
>I have opted for the 914 and am pleased I have a mentor in the passing I
>was
>interested
>particularly in the mention of extra power for heavyweight or short strips
>as expect both to be challenges especially in Ontario, Quebec, and east.
> I hope I can ask you the odd question when the engine comes
>(probably in early '05) as have the old Euro FWF kit.
> It may strike you as funny but here in Canada, I can register the
>AUW up to a formula on wing area hwich permits 1500lb. If I register the
>AUW
>as under 1370lb, it is annual tax free, but hundreds if more. Since one of
>our compatriots registered and flew 1500lb AUW at Calgary (3500'ASL and
>35degC) successfully, I intend to register as 1365 and fly on occasion at
>1500 and Devil take the hindmost.
>Thanks again
>Ferg
>
>
Message 2
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| Subject: | Re: Leaking slave cylinder |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
My mono wheel cyclinder leaked after 80 hours. I pulled it apart and found
that there was quite a bit of surface corrosion and some metal debris
present. I cleaned it out with a very fine scotch brite pad and replaced
the O rinds and brake pads. It only took a couple of hours to repair and has
now been on the aircraft for another 70 hours without showing any signs of
leaking. I am using Silicone brake fluid.
Hope this helps, Paul
Message 3
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--> Europa-List message posted by: "Jim Thursby" <jthursby@tampabay.rr.com>
I can tell you that the airplane will fly @ 1525lb just fine even at 7,000'
density. I agree with Pauls reasoning about the airplane getting through
the squirrely transition stage. With a 914 it gets through it much faster.
Besides lets see a 912S go to FL22.5.
Jim T.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Fergus Kyle
Subject: Re: Europa-List: FWF package
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: Re: Europa-List: FWF package
| --> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
|
| Hi all,
|
| I'd like to share my experiences gained over the last 140 hours. I flew
| both the 912S and 914 and I noticed a difference, so much so that I sold
my
| unused 912S (at loss) and purchased a 914.
Paul,
Thank you for that most interesting report on your choice of engine.
I have opted for the 914 and am pleased I have a mentor in the passing I was
interested
particularly in the mention of extra power for heavyweight or short strips
as expect both to be challenges especially in Ontario, Quebec, and east.
I hope I can ask you the odd question when the engine comes
(probably in early '05) as have the old Euro FWF kit.
It may strike you as funny but here in Canada, I can register the
AUW up to a formula on wing area hwich permits 1500lb. If I register the AUW
as under 1370lb, it is annual tax free, but hundreds if more. Since one of
our compatriots registered and flew 1500lb AUW at Calgary (3500'ASL and
35degC) successfully, I intend to register as 1365 and fly on occasion at
1500 and Devil take the hindmost.
Thanks again
Ferg
Message 4
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--> Europa-List message posted by: Trevpond@aol.com
The Europa was designed with the Rotax installed from day one. It beats me
why people insist on changing a proven formula by putting in a Jabiru Engine
(and increasing fuel consumption, or a Subaru engine (and increasing weight).
Build the aircraft as it was designed and enjoy it.
Trev Pond
Kit 598
Hope to be flying in 2005
Message 5
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| Subject: | Leaking slave cylinder |
--> Europa-List message posted by: <beecho@beecho.org>
Hi Paul. Thanks, that helps much. Did you get the o-ring from Europa? If
you obtained it locally, do you have dimension details? (I tried to mail
you personally but it did not go through.)
Tom
Do not archive
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Paul McAllister
Subject: Re: Europa-List: Leaking slave cylinder
--> Europa-List message posted by: "Paul McAllister"
--> <paul.mcallister@qia.net>
Hi all,
My mono wheel cyclinder leaked after 80 hours. I pulled it apart and found
that there was quite a bit of surface corrosion and some metal debris
present. I cleaned it out with a very fine scotch brite pad and replaced
the O rinds and brake pads. It only took a couple of hours to repair and has
now been on the aircraft for another 70 hours without showing any signs of
leaking. I am using Silicone brake fluid.
Hope this helps, Paul
advertising on the Matronics Forums.
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Message 6
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| Subject: | 914 engine vs. 912 |
--> Europa-List message posted by: "Myron Haluschak" <myron.haluschak@sympatico.ca>
Hello to All:
I must clarify my observations regarding the 914 and 912S that Michael Grass is
currently looking into.
My statement that I found little difference between the two, excludes the performance
envelope.
I think it goes without saying that the 914 with its turbo will have an advantage
over the 912S in a certain area.
Addressing other considerations was my objective, and some of these may not be
apparent until someone has been running the engine for some time.
Hopefully you will never have a full failure, but if you do, your engine will not
help you when your wheels leave the ground, you have 120' under you and little
or no runway left.
My point simply is your engine choice if you find yourself in this position, is
immaterial, and in my opinion, I would not select one over the other based on
this criterion.
For pilots needing the performance, then yes, and my point here is the engine must
be run properly for it to deliver what you expect, and as we all know that
includes those things that are not obvious in the beginning, but come sometimes
much later, in the form of additional expense. This is an individual decision
and each has their own comfort factor . My own experience has taught me to
give consideration to these long term expenses.
I am 175# , will be flying X-country and locally, mostly on my own, with some
higher altitude time. This to me does not warrant the 914, although I am not discounting
it totally yet. For my current profile , if I had to choose now, it
would be the 912S.
Pilot workload to me is a non -issue, perhaps due to my back ground, but for some
may be a major issue, certainly a consideration nonetheless.
Type of flying and weights ?... know what you are going to be doing. Establish
your predominent profile, and fit the engine to suit it. Don't kick yourself if
you find on a rare occasion that you need more power on a hot day, short field.
You will minimize this by... again, knowing your profile, becoming intimate
with your limitations and your plane ( regardless of your engine choice) so
you don't find yourself on a runway you cannot get out of. Acts of God aside.
The safety issue was something I wanted to address when Micheal raised it , because
it will not be your choice of engine that rescues you. When instructing
potential F-16 pilots, whether the engine has afterburner or not is not an issue.
Survival is a measure of how well you know your limits and how you can leverage
the plane's limits in your favour. Period.
Bottom line (and in my opinion) I believe the most practical approach is choosing
what best suits your flying profile, with an eye to the future expenses. And
whatever you choose, learn its limits and know yours.
Best of the Holidays to all and above else..Safe flying.
Myron Haluschak USAF/ANG.
Message 7
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12/21/2004 01:35:52 PM,
Serialize complete at 12/21/2004 01:35:52 PM
--> Europa-List message posted by: irampil@notes.cc.sunysb.edu
I had a worn main gear tire blow this week end after about 75 h and maybe
200 landings.
Fortunately it blew in the hangar after landing and taxiing.
The Seffner wisdom is that this is about the best one can expect with the
supplied tires
and landing on real terra firma, eq., concrete.
I ordered Goodyear Flight Special II 6ply 500-5 and tubes from Desser for
over $200. total.
I will report back on the experience with these tires (although I hope it
will take more than a year!!)
Has anyone real-life experience with the other brands?
Has anyone tried swapping the 5" wheels to 6" wheels for better turf
performance and the ability
to get "Monster" retreads with double the tread depth of cheap tires (see
http://www.desser.com/epdf/ACJuneFinal04-dtr.pdf )
Ira
Ira N224XS flying
Message 8
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| Subject: | Re: Trigear Tires |
--> Europa-List message posted by: Mark Burton <markb@ordern.com>
Hello Ira,
> I ordered Goodyear Flight Special II 6ply 500-5 and tubes from Desser for
> over $200. total.
> I will report back on the experience with these tires (although I hope it
> will take more than a year!!)
> Has anyone real-life experience with the other brands?
I fitted Goodyear Flight Custom III 6 ply main wheel tyres a year ago
to G-NEAT because the tyres supplied by Europa had worn out on the
outside in no time at all. The Goodyears are wearing much better after
about 100 hours flying. I also think the aircraft handles better on
the ground due to the more rigid sidewalls. They are inflated to 30
PSI.
Cheers,
Mark
Message 9
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--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@tiscali.co.uk>
Hi! Ira.
I've posted quite a lot of my like experiences. Suggest you look in the
archives.
The problem is due to excessive toe in.
IMHO it is likely to have been improved had the toe in design been
reduced to the bare minimum with the a/c having wings fitted ,1/4 tank
of fuel and an average Pilot weight in the P1 seat.
This factor is not only about tyre wear but also must have a major
effect on length of take off run due to the rolling drag involved.
I have considered a mod. to the gear leg securing bolt and the gear leg
socket but it will need some very clever and finite engineering and a
selection of some variable inserts to adjust the rotational location of
the gear legs and at present am galled at being on my third set not
withstanding the need to use incorrect size tubes.
Of course the story goes......."no one else is having a problem, you
must have set yours up wrong!"""""......
Been there got the damn "Tee Shirt".....
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
irampil@notes.cc.sunysb.edu
Subject: Europa-List: Trigear Tires
--> Europa-List message posted by: irampil@notes.cc.sunysb.edu
I had a worn main gear tire blow this week end after about 75 h and
maybe
200 landings.
Fortunately it blew in the hangar after landing and taxiing.
The Seffner wisdom is that this is about the best one can expect with
the
supplied tires
and landing on real terra firma, eq., concrete.
I ordered Goodyear Flight Special II 6ply 500-5 and tubes from Desser
for
over $200. total.
I will report back on the experience with these tires (although I hope
it
will take more than a year!!)
Has anyone real-life experience with the other brands?
Has anyone tried swapping the 5" wheels to 6" wheels for better turf
performance and the ability
to get "Monster" retreads with double the tread depth of cheap tires
(see
http://www.desser.com/epdf/ACJuneFinal04-dtr.pdf )
Ira
Ira N224XS flying
Message 10
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| Subject: | Europa A026 N4225W query |
--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
Checking the FAA website for Europa news, I note that N4225W is
registered to Jim Thursby with the serial number A026. If Jim (or
anyone else who knows) is on the list, could you please confirm that
this is the kit originally started by the late Norman Marsh (of
Canada & New Zealand) and bought after his death by Frank Wood in
Alberta?
I'm asking partly because Norman had 2 Europas kit numbers 219
(before the US office opened and started issuing customer numbrs with
the A prefix) & A026. At some stage, the C/Ns got mixed up and the
first one to fly (the earlier kit, 219), N13NM, was shown by the FAA
as serial A026. Norman told me himself that this was actually 219.
However, the error was perpetuated when it went to NZ and was re-reg
as ZK-NWM; the NZ registry still shows the incorrect C/N of A026
instead of 219, presumably because they got it from the FAA.
Anyway, the question now is has Jim Thursby managed to get the
correct serial number for this airframe associated with an FAA
registration?
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (740 hours building) PFA #16532
| e-mail <memsec@europaclub.org.uk> website <www.europaclub.org.uk>
Message 11
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| Subject: | Question about Alodine |
--> Europa-List message posted by: "David Simenauer" <dsimenauer@cox.net>
I just alodined some parts for the flying controls in preparation for installation
into the cockpit module. All of the parts I alodined took on the dull yellow
color except for the CS07 bushings. They are just about their original color.
I gave them a second coat but the results were the same. Has anyone else
come across this? Are they protected as they are now and just a different color?
If not, what should I do?
Thanks,
Dave Simenauer
A101 Trigear
Message 12
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| Subject: | Re: Question about Alodine |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
David
I remember asking the same question of my EAA Counselor. I was told that
this is expected. Different alloys take different amounts of color. Also I
found that if I had not done a good job of cleaning I got different in the
color. I don't think you have a problem.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
dull yellow color except for the CS07 bushings. They are just about their
original color. I gave them a second coat but the results were the same.
Has anyone else come across this? Are they protected as they are now and
just a different color? If not, what should I do?
>
> Thanks,
> Dave Simenauer
> A101 Trigear
Message 13
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| Subject: | Re: Question about Alodine |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> --> Europa-List message posted by: "David Simenauer"
<dsimenauer@cox.net>
>
> I just alodined some parts for the flying controls in preparation
for installation into the cockpit module. All of the parts I alodined
took on the dull yellow color except for the CS07 bushings. They are
just about their original color. I gave them a second coat but the
results were the same. Has anyone else come across this? Are they
protected as they are now and just a different color? If not, what
should I do?
>
Do you live in a salt air environment? If not, aluminum inside the
cabin basically doesn't corrode, unless it is exposed frequently to
water. Like a rain-leaky cabin, and the carpet remains wet for days.
I know this as owner of a 33 year-old aircraft which has been sitting
outside in a wet climate. If it did corrode, it has to corrode down
to enough flakes and powder to fail the part structurally. With
annual inspections, that shouldn't happen. You'd early on hit it with
Boeshield or ACF-50, unless painted, as I have to only on aluminum
parts which are more exposed to the elements, like inside fairings
which have necessary big holes in them. And the corrosion on them is
only surface, not yet a structural concern in 33 yrs.
Reg,
Fred F.
Message 14
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--> Europa-List message posted by: DuaneFamly@aol.com
In a message dated 12/21/2004 8:45:59 A.M. Pacific Standard Time,
Trevpond@aol.com writes:
It beats me
why people insist on changing a proven formula by putting in a Jabiru
Engine
(and increasing fuel consumption, or a Subaru engine (and increasing
weight).
I think that saving in the neighborhood of $10K would make most people think
about alternatives.
Do Not Archive
Mike Duane A207
Redding, California
XS Conventional Gear
Just about to put the top on but still finding little things to do before
that.
Message 15
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--> Europa-List message posted by: <kbcarpenter@comcast.net>
I am happy with my 914. No notable problems to comment about.
Ken Carpenter
N 9XS
----- Original Message -----
From: "Tony Krzyzewski" <tonyk@kaon.co.nz>
Subject: RE: Europa-List: Re: FWF options
> --> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon.co.nz>
>
>
>>> I salute all of you who struggle w/ the eccentricities of the Rotax
> engines;
>
> But what about the hundreds of other Europa owners who fly behind a
> Rotax without a single problem. As this is a help group you tend to only
> hear from those asking for assistance. Those whose installations don't
> cause any problems (and this is the majority by a very great margin)
> never make comments on the group about their installation so it's easy
> to come up with the opinion that the Rotax has problems.
>
> I've had many hours of happy flying behind a Rotax 912 and, apart from
> opening the cowlings once in a while to make sure that the engine really
> is still there and to change the oil, it has behaved impeccably from the
> first time it was ever run.
>
> Tony
> -------------------------------------------------------
> Power applied to the panel for the first time on Sunday
> No smoke, no tripped breakers, all worked as planned
> -------------------------------------------------------
>
>
>
>
>
>
>
Message 16
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| Subject: | landing gear line up |
2.60 REPLY_TO_EMPTY Reply-To: is empty
--> Europa-List message posted by: "josok" <josok-e@ukolo.fi>
How precise has the landing gear frame to be attached? The manual does not seem
to be very demanding about lining it up. Any tips on how to do it best are very
welcome!
Regards,
Jos Okhuijsen
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
Message 17
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| Subject: | Wheel well cut out |
2.60 REPLY_TO_EMPTY Reply-To: is empty
--> Europa-List message posted by: "josok" <josok-e@ukolo.fi>
It's my question day today :-) Wondering about the wheel well (mono) If i cut the
fuselage bottom as wide as the cocpit module's wheel well it seems to be much
wider as needed. Furthermore expects the manual to go even wider at the thigh
support areas?
Regards,
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
Message 18
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| Subject: | Re: Wheel well cut out |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Jos
When we cut the fus bottom for the swing arm of the landing gear, we cut
only what we need cut. As time went along we cut more as needed. Finely we
did the "flox edge" thing to the fuse bottom.
The landing gear is to mount to the frame that is bonded in. There is no
adjustment. If the frame is in straight the gear is straight. ( if not, the
brake caliper might drag on the side wall)
I suppose a builder could add shims under a bushing block to correct an
error. We did not have a problem. Just installed the frame tight and
straight and every thing went OK.
Good luck!!!!
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
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