Today's Message Index:
----------------------
1. 01:48 AM - engines (Graham Singleton)
2. 02:28 AM - A useful website (Alan Burrows)
3. 05:22 AM - Re: A useful website (Steve Crimm)
4. 06:39 AM - Radio reception (David Corbett)
5. 06:53 AM - DOTH - Flyre magazine (David Corbett)
6. 08:25 AM - Re: Radio reception (ivor.phillips)
7. 08:40 AM - And now - xpdr problem! (David Corbett)
8. 10:37 AM - Re: engines (Andy Silvester)
9. 12:17 PM - Re: engines (Rob Housman)
10. 04:29 PM - Re: And now - xpdr problem! (Fred Fillinger)
Message 1
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--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
What I found with the Jabiru is a 127 hp (advertised as 120 hp but continually
dinos out to 127 hp) air cooled but with ram air ducts, direct drive, simple light
and modern engine with a FWF kit, and less than the cost of the Rotax. I'm
wondering why more haven't looked at this engine. Certainly they have been around
and their safety record isn't showing a big red flag.
"Myron Haluschak"
Subject: Europa-List: engines
Myron
Remember that it is not possible to optimise the performance of any air cooled
engine, the heat transfer from thick metal to air is not efficient enough. Remember
also that the propeller on a fast aircraft must not turn any faster than
about 2000rpm or the blades start to generate more noise than thrust.
In UK the Jab has had mixed success. The four cylinder, advertised as 80hp is just
not pwoerful enough whereas the Rotx 80hp 912 certainly is. A VP prop is highly
deireable on any aircraft with wide speed range like the Europa.
Graham
Message 2
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| Subject: | A useful website |
--> Europa-List message posted by: "Alan Burrows" <alan@kestrel-insurance.com>
Hello ALL
I HAVE JUST BEEN TOLD ABOUT THIS SITE http://maps.google.co.uk/ WHICH
LOOKS QUITE USEFUL. TRY IT
ALAN
Message 3
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| Subject: | A useful website |
--> Europa-List message posted by: "Steve Crimm" <steve.crimm@stephenscott.com>
A little off topic...but
Here is one I was told about yesterday. It allowed me to zoom into my house
and see the bushes growing by the road. Really neat. I was great to be
able to see a grass strip from the air perspective before you get there.
http://earth.google.com
Steve Crimm
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Alan Burrows
Subject: Europa-List: A useful website
--> Europa-List message posted by: "Alan Burrows"
--> <alan@kestrel-insurance.com>
Hello ALL
I HAVE JUST BEEN TOLD ABOUT THIS SITE http://maps.google.co.uk/ WHICH LOOKS
QUITE USEFUL. TRY IT
ALAN
Message 4
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--> Europa-List message posted by: "David Corbett" <david.corbett5@btinternet.com>
Many thanks to all those who have contributed to this thread -
particularly Anthony van E, Ivor P, Karl H, Richard H, Fred F and Nigel
C. I will try getting one of my Peltors converted and then comment.
It is interesting that one of you commented that after converting a DC,
there was "tappet like" noise; that is exactly the problem with the
BOSE.
Fred - yes, I do have baluns fitted.
Ivor - it is my understanding that, as far as the London FIR frequencies
are concerned, it is only the FIR controllers' output that is
rebroadcast, and not the incoming aircrafts' transmissions. Correct me
if I am wrong!
It looks like Lightspeed off the shelf, or converted Peltors to me!
David
Message 5
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| Subject: | DOTH - Flyre magazine |
--> Europa-List message posted by: "David Corbett" <david.corbett5@btinternet.com>
DOTH regulars may have noticed that Flyer magazine's free landings for
mid August to mid September are Kilkenny, Donegal, Enniskillen, and
Gigha.
If anyone is considering making a 2/3 day autumn break around that group
(but not before 24 August), please contact me off forum.
David
Message 6
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| Subject: | Re: Radio reception |
--> Europa-List message posted by: "ivor.phillips" <ivor.phillips@ntlworld.com>
>
> Ivor - it is my understanding that, as far as the London FIR frequencies
> are concerned, it is only the FIR controllers' output that is
> rebroadcast, and not the incoming aircrafts' transmissions. Correct me
> if I am wrong!
>
David
Both my Daughter and son in-law Have worked as ATCO`s at Swanwick/
Manchester/and Scottish Information, The two frequencies we have down south
can be cross coupled (bandboxed) to allow retransmission if they so desire,
Apparently Scottish information doesn't use it but London does on a frequent
basis, Due to staffing levels and how busy they are
I have listen to aircraft coasting out at Strumble (STU) on the Welsh Coast,
That's 200 miles away from my Kent workshop, Using a cheap scanner with a
rubber duck aerial,
There is of course the possibility of freak Met conditions that can turn the
physics of radio on its head,
>Regards
Ivor
Do Not Archive
Message 7
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| Subject: | And now - xpdr problem! |
--> Europa-List message posted by: "David Corbett" <david.corbett5@btinternet.com>
Does anyone have experience of intermittent Mode C signal between Garmin
GNS 430 and Garmin GTX 320 xpdr? Having spent some time under the
impression that it was an installation problem, I am now almost certain
that the problem is internal. Any ideas?
Thanks,
David - G-BZAM
Message 8
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--> Europa-List message posted by: "Andy Silvester" <andy@suncoastjabiru.com>
Graham,
Perhaps other air-cooled aero engine owners will back me up here, but I'm
not sure what you mean by "...that it is not possible to optimise the
performance of any air cooled engine, the heat transfer from thick metal to
air is not efficient enough". If you mean that the closer control of
cylinder head temps is better with fluid cooling I won't disagree, but
bearing in mind that most of the world's reciprocating aero engines are
direct drive, air cooled I think your statement needs clarification.
Also, the Europa is NOT an aircraft which needs to have a large propeller
turning less than 2000 rpm for optimum high speed operation. At (even) a
cruise speed of 160kts a 58" propeller turning 3000 rpm is working very
well. We sell Jabiru engines to airplanes much faster than the Europa (i.e.
with a wider speed range) with no adverse feedback on high-end performance.
Lastly, the VP propeller performance has more to do with the Rotax's
relatively peaky power and torque curves rather than the wider speed range
of the aircraft. While I do agree that a VP prop is "a nice thing to have"
for general flying and gives more flexibility in hot/high environments and
where shorter take-off is needed, my experience is that a good fixed-pitch
or ground adjustable wood or composite prop. is very hard to beat for the
money. I'm saying this as the owner of an Airmaster prop on our Jabiru
demonstrator - it's a 'nice thing to have" but not essential for the needs
of the aircraft or engine in most cases.
Andy Silvester
Suncoast Sportplanes, Inc.
www.suncoastjabiru.com
Message 9
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--> Europa-List message posted by: "Rob Housman" <robh@hyperion-ef.us>
In re: heat transfer
The heat transfer coefficient for metal to liquid is greater than for metal
to air, which means that for any given temperature difference (the driving
force) liquid cooling is superior to air cooling in removing heat from the
system. Air cooling may be mechanically simpler and lighter (and have the
side benefit for military aircraft of not being subject to leaks from
hostile fire) but it is less efficient. The inefficiency of metal to air
heat transfer is apparent to anyone who ever tried to get warm during winter
in an automobile or airplane with an air cooled engine and an exhaust muff
style heater. Brrrr.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Andy Silvester
Subject: RE: Europa-List: engines
--> Europa-List message posted by: "Andy Silvester"
<andy@suncoastjabiru.com>
Graham,
Perhaps other air-cooled aero engine owners will back me up here, but I'm
not sure what you mean by "...that it is not possible to optimise the
performance of any air cooled engine, the heat transfer from thick metal to
air is not efficient enough". If you mean that the closer control of
cylinder head temps is better with fluid cooling I won't disagree, but
bearing in mind that most of the world's reciprocating aero engines are
direct drive, air cooled I think your statement needs clarification.
Also, the Europa is NOT an aircraft which needs to have a large propeller
turning less than 2000 rpm for optimum high speed operation. At (even) a
cruise speed of 160kts a 58" propeller turning 3000 rpm is working very
well. We sell Jabiru engines to airplanes much faster than the Europa (i.e.
with a wider speed range) with no adverse feedback on high-end performance.
Lastly, the VP propeller performance has more to do with the Rotax's
relatively peaky power and torque curves rather than the wider speed range
of the aircraft. While I do agree that a VP prop is "a nice thing to have"
for general flying and gives more flexibility in hot/high environments and
where shorter take-off is needed, my experience is that a good fixed-pitch
or ground adjustable wood or composite prop. is very hard to beat for the
money. I'm saying this as the owner of an Airmaster prop on our Jabiru
demonstrator - it's a 'nice thing to have" but not essential for the needs
of the aircraft or engine in most cases.
Andy Silvester
Suncoast Sportplanes, Inc.
www.suncoastjabiru.com
Message 10
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| Subject: | Re: And now - xpdr problem! |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> --> Europa-List message posted by: "David Corbett"
<david.corbett5@btinternet.com>
>
> Does anyone have experience of intermittent Mode C signal
between Garmin
> GNS 430 and Garmin GTX 320 xpdr? Having spent some time
under the
> impression that it was an installation problem, I am now
almost certain
> that the problem is internal. Any ideas?
>
It could be internal to either box, or the cable. So first
eliminate the cable, and then guess which box.
I believe the GTX-320 has large integrated circuits (LSIs),
which means the trivial job of differentiating what ATC has
requested (Mode A or C), and then appropriate bits to send
in reply (squawk or alt) is all done within one big LSI
chip. Those chips basically just don't fail.
It think it's required that if the supplier of the Mode C
data (your 430) believes it to be invalid (even like not
just yet warmed up), it brings all An, Bn, Cn, Dn Mode C
data lines high. They are "active low" inputs to the
xpondr, meaning code "0000" when all high -- which BTW is
not Mode C altitude of zero; so it's garbage for altitude.
That tells your xpondr to not reply to ATC's Mode C
interrogation. All those Mode C lines will read some
positive voltage above ground in this condition.
It's possible I suppose that the 320's LSI chip can also
perform a sanity check on the incoming Mode C data lines,
and reply with nothing. That could be just one of the wires
in the interconnecting cable is bad because the "Gray code"
they use affects altitude data sent in more random, and not
successive ways like our computer's simple binary code. So
it appears as an intermittent, but it's really not. You've
just changed altitude by +/- 100 feet. That means the first
thing to check is the integrity of the interconnect cable,
even under magnification.
So hope you botched the fabrication of that interconnect
cable! Else the prime suspect seems the 430.
Reg,
Fred F.
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