Today's Message Index:
----------------------
1. 03:13 AM - Re: Removal of bushes (R.C.Harrison)
2. 08:23 AM - Re: Autopilot Installation (Jos Okhuijsen)
3. 10:26 AM - Monowheel over center? (Ronald J. Parigoris)
4. 11:27 AM - RE : Autopilot Installation (mau11)
5. 12:23 PM - AIRCRAFT CONTROL DURING TAKEOFF (ROBERT LINDSAY)
6. 01:43 PM - Re: AIRCRAFT CONTROL DURING TAKEOFF (R.C.Harrison)
7. 03:02 PM - Re: Removal of bushes (Rowland Carson)
8. 03:53 PM - Re: Europa-List Digest: 10 Msgs - 04/01/05 (Graham Singleton)
9. 07:41 PM - Re: Re: Europa-List Digest: 10 Msgs - 04/01/05 (Fred Fillinger)
Message 1
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Subject: | Removal of bushes |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@tiscali.co.uk>
Congratulations Charlie.
Now you can join us on the Baltics Trip !
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Gillian and
Charlie Laverty
Subject: Re: Europa-List: Removal of bushes
--> Europa-List message posted by: "Gillian and Charlie Laverty"
<bb@baliscate.freeserve.co.uk>
Gillian & Charlie
Baliscate House,
Tobermory ,Isle of Mull ,PA75 6QA
Tel 44(0)1688 302048
Fax 44(0)1688 302666
e-mail bb@baliscate.freeserve.co.uk
Just a brief message to all.
Charlie has a big smile today, Ivan Shaw performed the first flight of
Charlie's Classic (build no.60) mono, G-CLAV. After a few irritating but
minor early glitches, (not least the trailer designer obviously thought
Europas were gliders, we had to cut slots to get the propeller in!) we
loaded up G-CLAV and went gently down the road from Tobermory to Glen
Forsa,
a beautiful glass strip with a very nice log cabin hotel run by Brendan
Walsh, late afternoon Ivan took off and explored the basic flight
envelope
including stalls and 5000 rpm cruise. Stall was very slow and cruise was
pretty fast so we are anxiously looking forward to an oprtunity to
callibrate airspeeds. Handling was excellent.
Brendan offered us a drink at his bar and quietly produced a bottle of
very
nice champagne. Magical day for us all, Charlie and his very patient
wife
Gillian, myself after quite a few years of occasional working hollidays
and
Ivan, who calmly used his wide experience of test flying to give us a
successful fulfilling day. Even the Western Islands weather was
beautiful.
Graham
Message 2
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Subject: | Re: Autopilot Installation |
--> Europa-List message posted by: "Jos Okhuijsen" <josok-e@ukolo.fi>
Thanks for the pictures Carl, as always a picture is better then a 1000
words. I've added them to the builders album on the europaowners website.
Regards,
Jos Okhuijsen
Message 3
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Subject: | Monowheel over center? |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Assembled undercarriage of XS Monowheel yesterday outside of aeroplane. When
gear is down, the LG08s are perhaps 1/32" over center when they contact only 1
spot on the very top of the stop on the UCMF.
Curious how much over center those flying have?
I can see bad things will happen if too much over center, but my gut feeling
is ~ 1/8"??
That would require either cutting through the cap on UCMF, or milling a pocket
on the LG08s.
Thx.
Ron Parigoris
A-265
XS Monowheel
Juggling battles between instrument module and undercarriage at the moment.
Hint for 2+1/4" instruments so you need not fight this battle:
If you install a UMA Light Wedge, it pushes instrument back in panel and
slight decreases diameter. This nets to an instrument that unless viewed
straight on loses most of markings unless you move head to uncomfortable
position.
Since a Rotax Tach was included in my FWF, I figured I would use a light wedge
for it, and figured to be consistent would use a light wedge for MP and Diff
Airbox/FP. I sent back MP and Diff for exchange for internal EL, and ordered a
internal lit Tach as well.
Anyone need a New Rotax Brand Tach?
BTW 3+1/8 light wedges on altimeter, Winter ASI and Ilec vario seem to allow
fine viewing. Other local guy said he needed to purchase a 3+1/8 DG with
markings more towards center to allow use of light wedge.
Message 4
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Subject: | Autopilot Installation |
--> Europa-List message posted by: "mau11" <mau11@free.fr>
Hello Carl,
I am interested to see your navaid autopilot installation, please send
to me yours pictures
Thanks
--|--
--------(*)--------
Michel AUVRAY
-----Message d'origine-----
De : owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] De la part de Carl
Pattinson
Envoy : dimanche 3 avril 2005 15:55
: europa-list@matronics.com
Objet : Europa-List: Autopilot Installation
--> Europa-List message posted by: "Carl Pattinson"
--> <carl@flyers.freeserve.co.uk>
There was a recent thread discussing the fitment of a Navaid autopilot -
fitment of the servo motor.
Several people asked for photos of my installation which I have now
found.
If anyone would like copies please let me know.
It is the one where the servo is installed outside the seat support
cavity,
directly under the pilots right thigh.
Carl Pattinson
G-LABS
Message 5
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Subject: | AIRCRAFT CONTROL DURING TAKEOFF |
--> Europa-List message posted by: "ROBERT LINDSAY" <rlindsa2@san.rr.com>
I have to share this scary tale with you. It shows what can happen with just the
tiniest absence of vigilance. Perhaps it will help you avoid the careless
move I made recently.
I've been flying for over fifty years with thousands of hours in the air and hundreds
in various models of Europa, including a half dozen first flights.
While preparing for a solo flight in a tri-gear on a gusty day, I taxied downwind
for takeoff on runway 09 at Ramona (KRNM) in San Diego county, California.
Winds were about 060/20 kts and with little rudder effectiveness I used the brakes
for directional control. After pre takeoff checks (including control movement)
I twisted my body around in the cockpit to check for landing traffic.
As I did so, my right foot inadvertently came off the right rudder pedal and
was then resting against the firewall bulkhead.
The tower cleared me for takeoff and an immediate left turn after airborne. As
I taxied into takeoff position, I applied what I thought was full right rudder.
Not unexpected, considering the wind, right brake was needed to line up and
also during steady power increase for takeoff. What was surprising was the
rudder did not appear to become effective as I accelerated. Perhaps I was experiencing
a directional wind shift or a strong gust.
Lots of right brake was required, slowing my acceleration. Slowly approaching
unstick speed and not feeling I had control on the ground, I went full throttle
(Jabiru 3300 with climb prop) and rotated at minimum controllable airspeed to
get into the air where I was sure I could control things.
Wow, what a ride! The combination of not using any more right brake, the full
power left turning tendency and the strong weather-cocking wind resulted in an
exciting immediate heading change of about 45 degrees to port. On the flying
edge, I got airborne and passed between the control tower and a hangar, picking
up a few flowers on the way. I asked the tower if that left turn after takeoff
was immediate enough and also just what are they reading for current wind.
They replied it was about 060/20 kts and sensing something was wrong, did I
want an immediate landing. I, of course, declined. I first needed to find out
what was wrong with the rudder system. While climbing, the ball was out to
the right and I was pressing hard on the "right rudder". I checked the left
rudder and the ball went further right. In a flash I it all made sense--I had
been pushing hard on the firewall beneath my right foot!
LESSON LEARNED: Europa rudder pedals are of minimum size which allows us to extend
our legs between the pedals for comfort while cruising--a desirable feature--but........
So how will I prevent this from happening again? Easy. When I'm all lined up
ready to apply full takeoff power I will quickly pulse the rudder in both directions
to ensure proper foot placement.
You fly safely! Bob
Message 6
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Subject: | AIRCRAFT CONTROL DURING TAKEOFF |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@tiscali.co.uk>
Hi! Robert
Easily done also is using a foot brake differentially until adequate
rudder authority is available .....then wondering WHY THERE's A HUGE
DRAG EFFECT and YOU ARE PAST NORMAL ROTATION POINT ON THE TAKE OFF RUN
WITH THE ASI SEEMINGLY STUCK ON 40 KTS because you are still on the
brake and not the rudder ! IMHO this is the only reason the finger
brakes are superior to the foot brakes. However so long as you have your
brain engaged and you are able to co-ordinate the use of foot brakes OR
Rudder sometimes as a heel and toe effort using both then there's no
problem.
I need full rudder almost simultaneously as I hit the throttle on
departure and if the cross wind is with the "weathercock" effect of
engine torque I know I'm going to need some differential brake as well.
However it is almost better to fly off with only a right foot and forget
the left.
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 ROBERT
LINDSAY
Subject: Europa-List: AIRCRAFT CONTROL DURING TAKEOFF
--> Europa-List message posted by: "ROBERT LINDSAY"
<rlindsa2@san.rr.com>
I have to share this scary tale with you. It shows what can happen with
just the tiniest absence of vigilance. Perhaps it will help you avoid
the careless move I made recently.
I've been flying for over fifty years with thousands of hours in the air
and hundreds in various models of Europa, including a half dozen first
flights.
While preparing for a solo flight in a tri-gear on a gusty day, I taxied
downwind for takeoff on runway 09 at Ramona (KRNM) in San Diego county,
California. Winds were about 060/20 kts and with little rudder
effectiveness I used the brakes for directional control. After pre
takeoff checks (including control movement) I twisted my body around in
the cockpit to check for landing traffic. As I did so, my right foot
inadvertently came off the right rudder pedal and was then resting
against the firewall bulkhead.
The tower cleared me for takeoff and an immediate left turn after
airborne. As I taxied into takeoff position, I applied what I thought
was full right rudder. Not unexpected, considering the wind, right
brake was needed to line up and also during steady power increase for
takeoff. What was surprising was the rudder did not appear to become
effective as I accelerated. Perhaps I was experiencing a directional
wind shift or a strong gust.
Lots of right brake was required, slowing my acceleration. Slowly
approaching unstick speed and not feeling I had control on the ground, I
went full throttle (Jabiru 3300 with climb prop) and rotated at minimum
controllable airspeed to get into the air where I was sure I could
control things.
Wow, what a ride! The combination of not using any more right brake,
the full power left turning tendency and the strong weather-cocking wind
resulted in an exciting immediate heading change of about 45 degrees to
port. On the flying edge, I got airborne and passed between the control
tower and a hangar, picking up a few flowers on the way. I asked the
tower if that left turn after takeoff was immediate enough and also just
what are they reading for current wind. They replied it was about
060/20 kts and sensing something was wrong, did I want an immediate
landing. I, of course, declined. I first needed to find out what was
wrong with the rudder system. While climbing, the ball was out to the
right and I was pressing hard on the "right rudder". I checked the left
rudder and the ball went further right. In a flash I it all made
sense--I had been pushing hard on the firewall beneath my right foot!
LESSON LEARNED: Europa rudder pedals are of minimum size which allows
us to extend our legs between the pedals for comfort while cruising--a
desirable feature--but........
So how will I prevent this from happening again? Easy. When I'm all
lined up ready to apply full takeoff power I will quickly pulse the
rudder in both directions to ensure proper foot placement.
You fly safely! Bob
Message 7
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Subject: | Re: Removal of bushes |
--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
At 2005-04-02 23:46 +0100 Gillian and Charlie Laverty wrote:
>Ivan Shaw performed the first flight of
>Charlie's Classic (build no.60) mono, G-CLAV
Charlie, Gillian - many congratulations - your perseverance is
rewarded at last!
Now my usual query - what was the empty weight? (And I suppose I dare
not ask what the total building hours were???)
Expect to see you at Kemble!
regards
Rowland
--
| Rowland Carson Europa Club Membership Secretary - email for info!
| Europa 435 G-ROWI (750 hours building) PFA #16532
| e-mail <memsec@europaclub.org.uk> website <www.europaclub.org.uk>
Message 8
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Subject: | Re: Europa-List Digest: 10 Msgs - 04/01/05 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 01/04/2005 -0800, you wrote:
>I wonder what the groups opinion on this subject post curing before filling
>is. If it is required, do you have to post cure before filling and after
>filling and sanding?
>
>Thanks
>
>Michael Grass
Simple theory, if you post cure befoe, the filler won't bond as well. So
imho post cure after.
Graham
still basking in the glow of Charlie Laverty's smile. He flew today RH seat
for the first time
--
Message 9
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Subject: | Re: Europa-List Digest: 10 Msgs - 04/01/05 |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> Simple theory, if you post cure befoe, the filler won't bond
> as well. So imho post cure after.
> Graham
That's a new one on me! Postcuring raises the glass transition
temperature...only. At any Tg, if fully cured (like after a couple
weeks), adhesion is your basic "tooth adhesion," enhanced by abrasion
of the surface, no?
At risk of yet another SuperFil thread, I found that removal of that
stuff from chrome-shiny metal spatulas was a chore -- adheres
tenaciously. But epoxy laminating resin with similarly no abraded
surface -- just bend the tool and the stuff pops right off. :-)
Reg,
Fred F.
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