Today's Message Index:
----------------------
1. 02:41 AM - lock knutts (Graham Singleton)
2. 09:28 AM - Props (Jim Butcher)
3. 10:58 AM - Re: Props (Dean Seitz)
4. 12:06 PM - Re: Props (Tony Krzyzewski)
5. 12:25 PM - Re: Props (owner-europa-list-server@matronics.com)
6. 03:48 PM - Congratulations! (Ron Jones)
7. 05:05 PM - First flight G-CDBX (Robert Marston)
8. 06:50 PM - Re: First flight G-CDBX (Kingsley Hurst)
9. 09:01 PM - Carb balancing - Differential presure gauage ? (Paul McAllister)
10. 11:20 PM - Re: Carb balancing - Differential presure gauage ? (Cliff Shaw)
Message 1
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--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 15/01/2005 -0800, you wrote:
>With the half nut on first, I can see that the load on its threads are
>likely to be less but I can't even hazzard a guess as to why it matters
>which nut is held firm while the other is locked up.
Kingsley
you spotted the fact that lock nut load is less but the load on the outer
nut is increased by the lock nut. Having lock nut on top would load it up
too much
Graham
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Message 2
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--> Europa-List message posted by: "Jim Butcher" <europa@triton.net>
Does anyone have any information on the Kremen / Woodcomp SR2000 SR3000 performance
compared to the AirMaster? I understand the SR3000 will be full feather
so it works for the glider. Does the SR2000 do a better job at higher altitudes
(say 18000 ft) than the Airmaster where the blades apparently don't have quite
enough area?
Also, anyone getting responses from Martin at Airmaster? Airmaster is starting
to be quiet like EMIL did at the end.
Jim Butcher A185 N241BW
Finishing electrical, engine to go, paint done.
Message 3
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--> Europa-List message posted by: "Dean Seitz" <daseitz@cfl.rr.com>
Are you talking about Airmaster-USA? If so I had enough of them my first
call to them. I've been dealing direct with Airmaster Propellers Ltd
Phone: +64 9 8360065 Fax: +64 9 8360069.
I called them on 12/28/04 about my prop date. They emailed me back it would
be early February. Was supposed to be January.
Dean Seitz
A284 N284A XS/NG 914 Airmaster
Primed almost ready for paint, waiting for prop and working on panel and
electrical.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jim Butcher
Subject: Europa-List: Props
--> Europa-List message posted by: "Jim Butcher" <europa@triton.net>
Does anyone have any information on the Kremen / Woodcomp SR2000 SR3000
performance compared to the AirMaster? I understand the SR3000 will be full
feather so it works for the glider. Does the SR2000 do a better job at
higher altitudes (say 18000 ft) than the Airmaster where the blades
apparently don't have quite enough area?
Also, anyone getting responses from Martin at Airmaster? Airmaster is
starting to be quiet like EMIL did at the end.
Jim Butcher A185 N241BW
Finishing electrical, engine to go, paint done.
Message 4
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Received-SPF: none
--> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon.co.nz>
>> Also, anyone getting responses from Martin at Airmaster? Airmaster
is starting to be quiet like EMIL did at the end.
That might have something to do with the fact that it's been summer
holidays here and Airmaster, like many NZ companies, closes for two or
three weeks after Christmas. I know that Martin is back in the factory
today.
Tony
Message 5
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--> Europa-List message posted by:
Hi Jim.
My last contact with Martin on E.mail was 14/12 04
Rgds,
Hans. hansjd@online.no
----- Original Message -----
From: "Dean Seitz" <daseitz@cfl.rr.com>
Subject: RE: Europa-List: Props
> --> Europa-List message posted by: "Dean Seitz" <daseitz@cfl.rr.com>
>
> Are you talking about Airmaster-USA? If so I had enough of them my first
> call to them. I've been dealing direct with Airmaster Propellers Ltd
> Phone: +64 9 8360065 Fax: +64 9 8360069.
>
> I called them on 12/28/04 about my prop date. They emailed me back it
> would
> be early February. Was supposed to be January.
>
>
> Dean Seitz
> A284 N284A XS/NG 914 Airmaster
> Primed almost ready for paint, waiting for prop and working on panel and
> electrical.
>
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Jim Butcher
> To: europalist
> Subject: Europa-List: Props
>
> --> Europa-List message posted by: "Jim Butcher" <europa@triton.net>
>
> Does anyone have any information on the Kremen / Woodcomp SR2000 SR3000
> performance compared to the AirMaster? I understand the SR3000 will be
> full
> feather so it works for the glider. Does the SR2000 do a better job at
> higher altitudes (say 18000 ft) than the Airmaster where the blades
> apparently don't have quite enough area?
>
> Also, anyone getting responses from Martin at Airmaster? Airmaster is
> starting to be quiet like EMIL did at the end.
>
> Jim Butcher A185 N241BW
> Finishing electrical, engine to go, paint done.
>
>
>
Message 6
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| Subject: | Congratulations! |
--> Europa-List message posted by: "Ron Jones" <jronjones@lineone.net>
Congratulations to ROBERT MARSDEN!
His Europa tri-gear flew for the first time today (Sunday) and I understand
that all went well!
I hope the weather is kind to you, Robert, so that the test flying can be
completed PDQ!
Looking forward to seeing you at Sleap soon - the home of (at the latest
count!) 8 other Europas!
Best regards,
Ron Jones.
DO NOT ARCHIVE
Message 7
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| Subject: | First flight G-CDBX |
--> Europa-List message posted by: "Robert Marston" <robertmarston@hotmail.com>
Im delighted to announce the first flight of G-CDBX, which took place at
14.05 today at Shenstone airfield in the very capable hands of Lyndon Thorne
(Taff).
The day started with the weather not looking good enough to fly, there was a
crosswind and it was gusting quite badly.
We checked the plane out this morning and Taff then decided to do some
fast taxiing down the runway. From the moment he got in and started
taxiing it was clear that he could make it perform like I never could, even
though he had never been in it before. The fast taxiing consisted of 2
runs up and down the runway, during which the airspeed indicator touched 40
knots. It seemed to perform fine so it was back to the hangar. Next was
a full power check for two minutes, with 2 people on each wing holding it
back. Again, no problems.
Then the top cowling was removed, and the engine checked for loose bits and
leaks.
The weather was still not looking good so lunch was started.
At about 14.00 Taff said he was going to perform some more fast taxiing,
and that she might fly. The hint as enough, I thought I knew him well
enough to know she was going. I watched him walk to the plane, climb in,
and close the canopy, thats when it began to dawn on me that she might just
be going flying. I quickly spread the word to my wife, children and
friends. By now Taff was already taxiing out to the runway.
We watched as he went to the end of the runway, did a 180-degree turn and
stopped. By now there was a crowd of 15 of more expectant observers. Taff
waited at the end of the runway, we heard the engine run up, mag. checks and
so on. Taff had waited too long, this was no fast taxi check, this was the
real thing.
The wiggle of the tail showed the power had come on, full power and he meant
business as it accelerated down the runway. After 150m there was daylight
beneath the wheels. She hugged the ground for a while gaining airspeed
before climbing effortlessly into the air. He told me later that because of
the gusty conditions he wanted to accelerate to about 75knts for the climb
out. The climb looked good. At what looked like 500ft I heard the engine
throttle back slightly as Taff told me he would. So far everything looked
fine and I was more than relieved.
After 5 minutes or so, Taff was on the hand held radio saying he was going
to 'fly an approach and overshoot'. There was clearly a crosswind as he
crabbed in, but the plane looked great. The sight of G-CDBX as Taff flew
past at 20 ft down the runway was definitely the best. This was when I
knew she really did fly.
There followed another circuit, and then the landing. The approach looked
good, even thought the wind didnt. The round out at 6 inches above the
ground was followed by the smoothest of landings. Some people, Taff,
amongst others seem to produce a perfect landing in less than favourable
conditions and I struggle to produce an acceptable landing in perfect
conditions.
This was just another day for Taff but clearly one I will not forget.
Im sure the next few weeks and indeed my first flight in G_CDBX will be
equally satisfying.
My thanks to everyone who has helped me in this project.
Robert Marston
Message 8
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| Subject: | First flight G-CDBX |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
Congratulations Robert.
Everybody says it's a great feeling but unfortunately, I haven't been
able to experience it yet. Hopefully I will one day.
Now that you have it flying, I'm sure your landings will improve with a
little practice and adherence to sound procedures. Good luck and enjoy
your flying.
Regards
Kingsley Hurst in Oz
Message 9
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| Subject: | Carb balancing - Differential presure gauage ? |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi All,
I was pondering this exercise over the weekend. I have the gauges supplied by
Lockwood and I assume that this is what is recommended by Rotax. They don't work
that great and several people have been having more success with manifold gauges
from twin engine aircraft that have 2 needles sitting on top of each other.
I was wondering if this could be done with a single gauge that has a center zero
and maybe 5 ~ 10 psi either side. I haven't tired to locate such a gauge but
I shouldn't think it would be too hard to find one.
Anyone have any thought on the practicality of this idea.
Paul
Message 10
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| Subject: | Re: Carb balancing - Differential presure gauage ? |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Paul
I have the mercury manometer type of carb balancer. I got it at a motorcycle
shop. I saw the twin gauges from Lockwood, they should work too. But I
think mine is much more accurate.
Your idea is not clear to me. A single needle could read plus or mines only
in a differential way. That is the information you need to make the
adjustment, but I can not figure out how to hook up the hoses to do that.
I made 6 mm (I think they were) fitting for hoses and screwed them into the
intake manifolds. Then took one end off the cross-over pipe and plugged each
connection with two plug of the right size. With the manometer duct taped in
the passenger seat, I ran the engine and tool the reading. I found that the
adjusting nuts on the bowden cables were very sensitive in the adjusting.
(one flat turn of the nut made a lot of difference)
I hope this helps. The carbs need to be checked now and then. It really
make a differance at less than full power settings.
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: Europa-List: Carb balancing - Differential presure gauage ?
> --> Europa-List message posted by: "Paul McAllister"
> <paul.mcallister@qia.net>
>
> Hi All,
>
> I was pondering this exercise over the weekend. I have the gauges
> supplied by Lockwood and I assume that this is what is recommended by
> Rotax. They don't work that great and several people have been having more
> success with manifold gauges from twin engine aircraft that have 2 needles
> sitting on top of each other.
>
> I was wondering if this could be done with a single gauge that has a
> center zero and maybe 5 ~ 10 psi either side. I haven't tired to locate
> such a gauge but I shouldn't think it would be too hard to find one.
>
> Anyone have any thought on the practicality of this idea.
>
> Paul
>
>
>
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