Today's Message Index:
----------------------
1. 12:57 AM - Re: Lubrication & Stall Strips (Alan Burrows)
2. 03:55 AM - Re: Carb Balancer (Roger Anderson)
3. 05:12 AM - Stall strips (Fergus Kyle)
4. 06:29 AM - Length overall on the trailer (Paul McAllister)
5. 09:28 AM - Europa VHF Antenna Problems (Brian and Pat Tarmar)
6. 01:28 PM - Re: Lubrication & Stall Strips (Cliff Shaw)
7. 08:32 PM - Re: Europa VHF Antenna Problems (Fred Fillinger)
Message 1
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| Subject: | Lubrication & Stall Strips |
--> Europa-List message posted by: "Alan Burrows" <alan@kestrel-insurance.com>
On this occasion I have to disagree totally with Bob on the subject of
stall strips. I had them fitted to my aircraft when I foolishly let a
PFA inspector and test pilot do my annual flight test. He reported that
the aircraft had a vicious wing drop in the stall (funny I never noticed
it in a whole year of flying!). Anyhow he fitted stall strips and
pronounced the aircraft now "safe". From that moment on it was a
nightmare to land properly and the short field performance was
"interesting" On one occasion I spent TWO HOURS in the circuit trying to
devise a landing technique that worked every time and the only one I
came up with was flapless at slightly higher speed than normal, with
that technique I could probably get 3 out of five good landings,
obviously not ideal. So I removed the stall strips and hey presto all
was well again, every landing was a greaser and guess what the vicious
wing drop had mysteriously disappeared. Funny old thing that! The end of
the story was that I was having a drink with Ivan Shaw at a local
airport one day when in walked the "test pilot" who had fitted the stall
strips to my aircraft. He enquired as to how they were doing and I
politely told him what I thought of his fix. At which point Ivan joined
in the conversation and explained to this guy why stall strips are not
needed on the Europa. I'm not technically competent to pass on Ivan's
theories, but I believe what he said and proved it myself. For those who
are interested, the conversation got rather heated and Ivan ended up
calling the guy an idiot! Incidentally this "test pilot" has since done
some of the test program on the spitfire that was recently built by
Mathew Russell and guess what, yep he fitted stall strips. I believe he
had now been replaced on that project! My very strong advice is DON'T
FIT THEM unless its absolutely necessary, fit an electric stall Warner,
they work fine if you set them up properly and you will have a lot less
frustration believe me. Sorry Bob we will never agree on this one my
friend.
Alan
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
R.C.Harrison
Subject: RE: Europa-List: Lubrication & Stall Strips
--> Europa-List message posted by: "R.C.Harrison"
--> <ptag.dev@tiscali.co.uk>
Hi! Jim
The stall strips are a life saver I've proved it! AND an invaluable
warning device simply fitted but you need to establish the actual stall
figures at a recoverable altitude first then use the template from the
manual to initially locate them then do some flying high to test whether
they need adjustment. They give an unmistakeable shudder at the stall.
Relocating them needs only a millimetre at a time and on final fixing I
have used some very durable clear adhesive tape. My torque tube bearings
are lubricated by grease nipples and whatever is in the gun that day !
Remember to wipe out excess though otherwise it getsb a free ride for
ever ! I also have installed aerosol tubes to all four bearing points of
the pitch control tibes under the seat and use a clear food machinery
lube. 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 Jim Butcher
Subject: Europa-List: Lubrication & Stall Strips
--> Europa-List message posted by: "Jim Butcher" <europa@triton.net>
Getting ready for first flight I find references in the Owners Manual to
lubrication, particularly the tailplane torque tubes and drive pins and
the door latches. What lubricants have others used on these items?
Also the Owners Manual states that stall strips are mandatory. Is this
an old reference to the Classic and not required on the XS?
Thanks
Jim Butcher A185 N241BW
almost to airport
Message 2
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| Subject: | Re: Carb Balancer |
--> Europa-List message posted by: "Roger Anderson" <randerson@skewstacks.freeserve.co.uk>
----- Original Message -----
From: "Carl Pattinson" <carl@flyers.freeserve.co.uk>
Subject: Re: Europa-List: Carb Balancer
>
> After trying various mechanical guages, we opted for the "Twinmax"
balancer
> which works on the differential principle (solid state). Cost about 60 and
> very easy to set up and use.
A water manometer is even cheaper - about seven metres of clear plastic tube
is all that is needed, some water and something to support the tube.
Message 3
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--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Bob and Alan have expanded on an interesting topic. I have no doubt that the
'judder' (that's what it used to be) serves a useful purpose in avoiding
unwanted wing stall. Being warned of impending stall would have saved
several lives of Yale pilots who also flew Harvards, because of the history
of cantilever wing development.
HOWEVER in them days we were always taught that 'stall' strips were that -
made to stall the wing.
Why? ....because the early wings (beacuse of structural considerations)
could not acquire the 'washout' necessary to permit the tips to keep flying
while the root area stalled. This was thought necessary so that bank control
kept the wing level while stall progressed. That's why the 'vicious' wing
drop suffered from the total stall of the wing.
The STALL strips produced wing stall in the area of the root BEFORE the tips
stalled. They had nothing to do with judder initially. That is a by-product
of their installation.
If warning of impending stall is the target, then rather than reduce the
effectiveness of the wing approaching stall why not select another form of
warning? Stall Warning vanes, stall strings, tufts, and Angle of Attack
indicators, perhaps others. The advantage of AoA is that it progressively
indicates approach to the stall in every mode - G, turbulence, mis-trim all
effect the airspeed at which the stall occurs. The vane in spamcans often
confirms too late. The need for AoA is too present the approaching threat
primarily as a visual adjunct to the windshield view - and a dial down under
the panel coaming don't cut the cake, or tufts and string aren't where you
should be looking. That's why the US Navy puts primary stress on the AoA for
landing - you can see the stall approaching on descent and landing - and air
turbulence is readable in terms of range and depth - right where you're
looking at it.
Just a thought.
Ferg
Message 4
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| Subject: | Length overall on the trailer |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
The cost of hanger rent is starting to bite a bit and I am thinking of keeping
mine at home on the trailer. Could someone tell me the length overall of the
trailer and aircraft.
Paul
Message 5
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| Subject: | Europa VHF Antenna Problems |
--> Europa-List message posted by: "Brian and Pat Tarmar" <freefolk@screaming.net>
During the test flying programme of G-OBJT it became apparent that although the
radio worked perfectly at the lower end of the VHF band, when we selected frequencies
above 125.0 ground stations were having difficulty in receiving us.
I borrowed a Bird watt meter today and came up with some rather bizarre results.
The radio (Walter Dittel) delivered 5 1/2 watts throughout the range into
a dummy load (50 ohms), but as soon as the Europa half wave dipole aerial was
used very high readings were obtained at either end of the spectrum (11 watts
at 118.0 and 9 watts at 136.0) but down to 3 watts between 126.0 and 130.0. Can
anyone explain this and suggest a cure. I used a quality VSWR meter during
production of the antenna and obtained reasonable gain figures.
Brian Tarmar - G-OBJT Trigear - test flying complete and awaiting a full permit(
subject to a working radio!)
Message 6
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| Subject: | Re: Lubrication & Stall Strips |
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
All
I just have to say something here !!
I have a stall strip on one wing. I need it ! If there is any one with
question about this, Email me offline and I will explain.
Stall strips are BAD if installed too high, and they fix a problem if you
have one and they are put on correctly !!!!!
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
http://www.europaowners.org/WileE
Message 7
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| Subject: | Re: Europa VHF Antenna Problems |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> --> Europa-List message posted by: "Brian and Pat Tarmar"
>
> ...it became apparent that although the radio worked perfectly at
> the lower end of the VHF band, when we selected frequencies
> above 125.0 ground stations were having difficulty in receiving us.
> I borrowed a Bird watt meter today and came up with some rather
> bizarre results. The radio (Walter Dittel) delivered 5 1/2 watts
> throughout the range into a dummy load (50ohms), but as soon as
> the Europa half wave dipole aerial was used very high readings were
> obtained at either end of the spectrum (11 watts at 118.0 and
> 9 watts at 136.0) but down to 3 watts between 126.0 and 130.0.
> ...I used a quality VSWR meter....
Hmmm. We have 5.5 watts flat (impressive on the flat part) out the
back of the box, into a dummy load. With antenna instead of the
dummy, we have whopping watts on extremes, and a sharp dip over just a
few MHz of the band, at which ATC can't read you. This sounds like
your antenna installation is a concoction of resistance, inductance,
and capacitance in a family squabble, depending on frequency. A VSWR
meter can't see this well at all. It sort of reads the total "complex
impedance," the total cacophony of the family squabble. But what you
want is 50 ohms resistance (R), the resistance of air for this type
antenna (roughly), to push out energy hither and yon. Well, inductors
and capacitors store energy, measurable in ohms too, so the energy
prefers not to go out to the party. Inductance + capacitance is
called total reactance, so you want reactance to be zero ohms, when R
reads 50 ohms -- a perfectly resonant antenna at a given freq (a
broadband setup like we need will be a compromise).
If you can hook up with a radio ham club, somebody might have the
popular "MFJ-259" Antenna Analyzer, and who thinks planes are cool,
and might bring it out to you and help. This neat puppy reads
resistance and reactance and hints quickly what's wrong, even though
its VSWR reading may be acceptable. From such a sharp dip, it sounds
like interference from nearby metal elements, but the 259 can't really
say such is so. So I'd cobble a crude dipole out of anything metal,
and how crude won't matter as long as the element lengths are correct
(259 says that too). Patch this to the radio and on the other end,
sample temporary relocations elsewhere within the fuselage using the
259, if present mount is in the tailfin -- apparently not working and
no likely no way to remedy.
W/o a 259, you can still do the same patching/sampling/flight testing.
All you need is a known point where distance to like a continuous ATIS
broadcast is very, very weak. Since interference metal can affect
360-deg radiation pattern, flying gentle 360s may tell much. Under
the Antenna Law of Reciprocity, it doesn't know receive from xmit,
only whether the electrons are going to or returning from the party.
From long exp if not expertise, a box with only a measured 5W of
carrier can be marginal in real life, due to a bunch of things. Doing
only the math, even two tenths of a watt should be about usable for
VFR, but only if a perfect installation which can't be achieved.
Thus, the installation is more sensitive to gremlins.
Also, use a MFJ-259, VSWR meter, or field strength meter when the
aircraft is parked on concrete, not turf or asphalt. I know about a
dipole and inherent "ground reflections" within 8 feet of this stuff
(one wavelength), but what effect the surface material has I don't
know by theory, but have noticed real anomalies. Maybe black = carbon
and turf has water?
Reg,
Fred F.
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