Today's Message Index:
----------------------
1. 12:56 AM - Re: Re: Angle of Attack (BEBERRY@aol.com)
2. 02:02 AM - Naca / Paint (Mike Gamble)
3. 02:58 AM - Re: Europa-List Digest: 17 Msgs - 10/12/05 (Graham Singleton)
4. 03:09 AM - Angle of Attack (Colin John Howard Richardson)
5. 04:59 AM - Re: Angle of Attack (Jim Brown)
6. 05:10 AM - DOTH Fri 14th & Old Sarum Sat 15th (Paddy Clarke)
7. 06:02 AM - Re: Angle of Attack (William Daniell)
8. 06:13 AM - Re: Naca / Paint (Brian Davies)
9. 06:35 AM - Re: Angle of Attack (Paddy Clarke)
10. 06:49 AM - Re: Angle of Attack/ Dynon (Kevin And Ann Klinefelter)
11. 07:22 AM - Re: Fuel Drains and Gascolator Locations (John & Paddy Wigney)
12. 07:24 AM - G Loading (UVTReith@aol.com)
13. 07:32 AM - Re: Naca / Paint (Paul McAllister)
14. 08:54 AM - Sealing of the fuel tank during construciton of the aircraft (Erich Trombley)
15. 10:37 AM - Re: Naca / Paint (Paul Stewart)
16. 12:40 PM - Bond-able studs (Jeremy Davey)
17. 12:40 PM - Re: Fuel Drains and Gascolator Locations (JEFF ROBERTS)
18. 01:21 PM - Re: Bond-able studs (Duncan McFadyean)
19. 01:50 PM - Re: Fuel Drains and Gascolator Locations (Duncan McFadyean)
20. 01:51 PM - Re: Bond-able studs (D Wysong)
21. 01:57 PM - Re: Angle of Attack (Kingsley Hurst)
22. 02:12 PM - Re: Fuel Drains and Gascolator Locations (BEBERRY@aol.com)
23. 02:14 PM - Re: Bond-able studs (Mike Baker)
24. 02:22 PM - Re: Angle of Attack (BEBERRY@aol.com)
25. 03:51 PM - Re: Angle of Attack (Paul McAllister)
26. 04:05 PM - Re: Angle of Attack (Paul McAllister)
27. 04:14 PM - Re: G Loading (Paul McAllister)
28. 05:50 PM - Re: Naca / Paint (SPurpura@AOL.COM)
29. 05:55 PM - Re: Bond-able studs (SPurpura@aol.com)
30. 07:10 PM - Fw: G Loading (Bill & Sue Sisley)
31. 07:10 PM - Fw: Evans coolant (Bill & Sue Sisley)
32. 08:49 PM - Re: Fw: Evans coolant (Mike Parkin)
33. 11:21 PM - Re: Angle of Attack (Kingsley Hurst)
Message 1
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Subject: | Re: RE: Angle of Attack |
--> Europa-List message posted by: BEBERRY@aol.com
Once upon a time there lived a Naval Aviator who flew on to carriers in Sea
Vixens. Crashes on approach to the deck were regular , if infrequent, but
this naval aviator would have many more friends alive now if their Modships
(Navy) could have been persuaded much earlier to fit Angle of Attack indicators.
After fitting these invaluable gismos the deck landing accident rate
decreased quite dramatically.
So.. if you can do it, fit one.
Patrick
P.S. There is a very good argument about how aeroplanes fly and the latest
thoughts are not based so much on the shape of the wing producing lift because
of airflow over longer surfaces, reduction of air pressure on the top
surface etc (Bernouillie's theorem and all that) but is pretty much dependent
on
angle of attack.
You can built a model with absolutely indentical wing profiles, top and
bottom and it will fly perfectly IF THE ANGLE OF ATTACK IS RIGHT! Look at the
way in which most aircraft are perfectly capable of flying inverted - but
notice how the angle of attack is much greater than when the 'right' way up -
to
counteract the wing profile..
Message 2
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--> Europa-List message posted by: "Mike Gamble" <mp.gamble@tiscali.co.uk>
1. I have found 2 naca vents in my box of bits but there is no mention of there
fitting in my manual (or that of the factory website)
There construction appears to be quite crude and flimsy.
Is it worth fitting these and if so, where should I put them?
2. I want to paint the u/c well of my mono before fixing things in position finally!!.
Will ordinary cans of car spray do for this?
Is there any problem with compatibility when painting onto fibreglass?
Thanks
Mike Gamble
XSmono 440
Message 3
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Subject: | Re: Europa-List Digest: 17 Msgs - 10/12/05 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
Therefore we should not be memorising airspeeds for each maoeuvre near
the stall like we did for years, but watching an angle indicator in the windshield.
The airspeed will vary with various parameters BUT the angle will stay
the same.
Thanks Ferg,
can I add one more thing?
The Airspeed is useless for decision making on finals, if its wrong, its because
something changed at least 15 seconds earlier. If its too slow you already fell
out of the sky!
Attitude is the thing to watch or better AoA. Just wish Mark would do AoA instead
of airspeed
Graham
Message 4
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--> Europa-List message posted by: "Colin John Howard Richardson" <cjh.richardson@virgin.net>
Hi Fergus, and others.
A wing will stall at the same angle of attack (AoA) at any weight, provided the
wing configuration (i.e. flap setting etc) is the same.
This is why an AoA gauge is so useful for carrier-borne aircraft who probably have
an approach speed nearer the stall than other aircraft. In the F4 Phantom
we used to approach at approx. 1.18 times the stall speed ( as opposed to 1.3
Vs) and we used the AoA to give the correct margin above the stall.
If you use the same AoA on the approach, you will have a higher approach speed
at a higher weight and vice versa. You therefore do not have to calculate your
weight to give a correct speed, you fly the correct AoA on the approach,as stipulated
in the Flight Manual.
This will give you a higher approach speed at heavy weights and a slower speed
at lighter weights.
regards to all
John Richardson
Tri-gear G-BXGG (not built by me), 912S.
Message 5
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Subject: | Re: Angle of Attack |
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
Dave
I also have the XS, and I agree with you about the long tail wheel arm. I also
make my landings with the far end of the runway in my sight picture. I keep the
same distance from top of the cowl to end of the runway until wheel touches
runway.
To get this sight picture, set on the end of the runway and and look at the
other end. The sight picture is the distance the end of the runway is above the
top of the cowl. This will set your angle of attack to land. I usually
transition to the sight picture as I approach the threshold.
Jim Brown
N398JB
David DeFord wrote:
> --> Europa-List message posted by: "David DeFord" <davedeford@comcast.net>
>
> > --> Europa-List message posted by: Graham Singleton
>
> > Simplest way is to feel for
> > the ground with the tailwheel and as soon as it touches stick
> > hard back. The plane can't pitch up so it just quits flying.
>
> I have seen this advice from quite a few pilots, but I wonder if any of them
> fly the XS, which sits at a shallower angle on the ground, and is more than
> willing to keep flying at that attitude. In addition, the long tailwheel
> spring is quite flexible, and can be easily bent downward (increasing the
> angle of attack) with modest force on the tailplane. I tried the quick
> "stick full back" method a few times back a couple of years ago, and was
> typically rewarded with a re-launch. I find it better to wait a second or
> two after touchdown before easing the stick back. There is still plenty of
> rudder authority at that point, so you don't immediately need the strong
> force on the tailwheel (but don't count on that as the airplane slows down
> too much). While the airplane can be landed guaranteed bounce-free from a
> very nose-high attitude, it feels better to me to keep the nose down enough
> that I don't lose sight of the far end of the runway. What to other XS
> pilots do?
>
> Dave DeFord
> N135TD
>
Message 6
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Subject: | DOTH Fri 14th & Old Sarum Sat 15th |
--> Europa-List message posted by: Paddy Clarke <paddyclarke@lineone.net>
Hi All,
How about a DOTH tomorrow (Friday)?. The most central place with a
voucher ( in Flyer ) seems to be Enstone, so I suggest there, unless
anyone has a better idea. As I remember it the catering is a bit basic
- bringing a sandwich might be a good plan.
I also hope to make Old Sarum for their end of season fly-in on
Saturday.
Cheers,
Paddy Clarke
Europa XS - 404 G-KIMM
Message 7
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--> Europa-List message posted by: "William Daniell" <wdaniell@etb.net.co>
to put it another way the aircraft stalls at same AoA at MTOW and at empty
weight. The stall AOA is independent of weight. The stall airspeed will be
different ...
So you set the AOA indicator - and "forget" the airspeed
Am I understanding this right?
Will
Wings closed - fuselage next
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Colin John
Howard Richardson
Subject: Europa-List: Angle of Attack
--> Europa-List message posted by: "Colin John Howard Richardson"
<cjh.richardson@virgin.net>
Hi Fergus, and others.
A wing will stall at the same angle of attack (AoA) at any weight, provided
the wing configuration (i.e. flap setting etc) is the same.
This is why an AoA gauge is so useful for carrier-borne aircraft who
probably have an approach speed nearer the stall than other aircraft. In the
F4 Phantom we used to approach at approx. 1.18 times the stall speed ( as
opposed to 1.3 Vs) and we used the AoA to give the correct margin above the
stall.
If you use the same AoA on the approach, you will have a higher approach
speed at a higher weight and vice versa. You therefore do not have to
calculate your weight to give a correct speed, you fly the correct AoA on
the approach,as stipulated in the Flight Manual.
This will give you a higher approach speed at heavy weights and a slower
speed at lighter weights.
regards to all
John Richardson
Tri-gear G-BXGG (not built by me), 912S.
Message 8
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Subject: | Re: Naca / Paint |
--> Europa-List message posted by: "Brian Davies" <bdavies@dircon.co.uk>
Mike,
If the NACA vents have an adjustable flap they are meant to be fitted
forward of the door opening and roughly 3 inches below the fuse join line,
although I have seen them in varying positions. You ned to make sure they
dont interfere with the fitting of the instrument module. The main problem
is that they blow cold air onto your knees rather than on to your face.
Many builders (me included) make up some form of duct to redirect the air
away from the knees.
If you go thro' the archives you will see that the flap often detaches from
the adjusting screw in use. Making a more robust join at this point is a
worthwhile mod before you fit them to the fuselage.
Most spray paint is acrylic and will adhere Ok with good surface prep and an
acrylic primer.
Hope this helps.
Brian Davies kit 454 , engine runs and final checks!
----- Original Message -----
From: "Mike Gamble" <mp.gamble@tiscali.co.uk>
Subject: Europa-List: Naca / Paint
> --> Europa-List message posted by: "Mike Gamble" <mp.gamble@tiscali.co.uk>
>
> 1. I have found 2 naca vents in my box of bits but there is no mention
of there fitting in my manual (or that of the factory website)
> There construction appears to be quite crude and flimsy.
> Is it worth fitting these and if so, where should I put them?
>
> 2. I want to paint the u/c well of my mono before fixing things in
position finally!!. Will ordinary cans of car spray do for this?
> Is there any problem with compatibility when painting onto fibreglass?
>
> Thanks
> Mike Gamble
> XSmono 440
>
>
Message 9
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Subject: | Re: Angle of Attack |
--> Europa-List message posted by: Paddy Clarke <paddyclarke@lineone.net>
Hi Paul,
I have an XS mono with an AoA, albeit with a rather simplified display
( just a row of coloured LEDs). I agree with all the knowledgeable
comments as to its value. I particularly like the aural warning - it
could well save your life one day when you're distracted. However I
still use the ASI on short final. Whether this is because of the
display, or the fact that I'm a luddite and can't move with the times,
I don't know. I find you are well aware of the A/Cs weight and adjust
the speed accordingly.
As others have said the variables in the flare are literally infinite,
so it is not surprising you have to adapt to the conditions. I'm sure
nobody produces the 'perfect 10 ' every time.
As to avoiding the dreaded bounce, I try to be as accurate as possible
with the approach speed and land tail wheel first. This pitches the A/C
nose down, reducing the AoA and cutting the lift, so the plane wants to
stay on the ground. If you land hard on the main wheel the opposite
occurs - the nose pitches up. lift increases and the A/C goes flying
again. However I do agree that if you land on the tail wheel there is
an issue with forward visibility- especially if, like me, you are
vertically challenged.
Paddy Clarke
Europa XS - 404 G-KIMM
Do Not Archive
Message 10
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Subject: | Re: Angle of Attack/ Dynon |
--> Europa-List message posted by: Kevin And Ann Klinefelter <kevann@verizon.net>
has anyone with the Dynon EFIS unit got the AOA option working on an XS?
I am wondering if the pitot/static location under the wing works well
with the Dynon AOA?
Kevin
>
>
>-----Original Message-----
>From: owner-europa-list-server@matronics.com
>[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fergus Kyle
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Angle of Attack
>
>--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
>
>----- Original Message -----
>From: "Graham Singleton" <graham@gflight.f9.co.uk>
>To: <europa-list@matronics.com>
>Subject: Europa-List: Angle of Attack
>
>
>| --> Europa-List message posted by: Graham Singleton
><graham@gflight.f9.co.uk>
>|
>| From: "josok" <josok-e@ukolo.fi>
>|
>| --> Europa-List message posted by: "josok" <josok-e@ukolo.fi>
>|
>| Since i am a very green pilot, and do only dream about flying my Europa,
>please
>| do not take this attempt too serious. I am flying the club's Supercub, and
>
>especially
>| on skies it asks for a fixed, 60 miles final, and because of the
>white-out,
>| you only set the descent rate at about 100 ft/min. The variable in this
>| quotation is the settle down point of course. But since there are no
>numbers
>| on these very long and very white runways, it does not matter. In my
>dreams i
>| land the Europa the same way. Nail the speed on final, and set the descent
>
>rate
>| at an agreeable speed. Why would this work or not work?
>|
>| Jos
>| In the flare, or rather when very close to the ground,last foot, the
>tailplane loses the effect of the downwash from the wing. This is ground
>effect of course. The result is that unless you do something about it, the
>nose will drop and you will bounce. As soon as you feel this nose drop pull
>the stick back quickly to prevent it.
>| Simplest way is to feel for the ground with the tailwheel and as soon as
>it touches stick hard back. The plane can't pitch up so it just quits
>flying.
>| Graham
>
>Jos,
> Graham has it! Another aspect is that you may have different
>weights on approach - passenger, luggage, full tank - and the difference
>between that and solo, no baggage and tanks toward empty - can be a
>significant percentage of the total weight. Like most aircraft the Europa
>exhibits very different drag characterisitics at extreme weights. You want
>to know what approach speed will give you Graham's 'feel-for-the-ground'
>values at round-out. That comes with care and research. But the approach
>speed does not stay fixed as with a Supercub on skis. Because the Europa is
>slick and smooth it floats when too fast. The reverse is even
>worse..........
>Good luck, and use a long runway to practice.
>Ferg
>
>
>
>
Message 11
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Subject: | Re: Fuel Drains and Gascolator Locations |
--> Europa-List message posted by: John & Paddy Wigney <johnwigney@worldnet.att.net>
<<<<<<<From: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Subject: Re: Europa-List: Fuel Drains and Gascolator Locations
I find that the Saf-Air CAV-110s are a pain. They like to leak after use.
I have replaced the O-ring with one made of Viton, which has helped, but am
put off using them for fear that one day (especially when on a trip) they
will prove impossible to reseat. Duncan McF.>>>>>>>
Hi Duncan,
I have CAV-110 drain valves on the two water drains from the fuel tank and also
from the bowl drain of my Andair gascolator. I found that fine debris from the
Andair caused the O-ring seal on that drain valve to leak. After replacing this
O-ring several times, I have now fitted one of the Europa supplied in-line
Purolator fuel filters between the gascolator and the CAV-110. Result is - no
more leaks. I have never experienced problems with the drain valves from the
main fuel tank.
Cheers, John
N262WF, mono XS, 912S
Mooresville, North Carolina
Message 12
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--> Europa-List message posted by: UVTReith@aol.com
Hallo Europa friends.
Quite often, people who are interested in the Europa, asking this questions:
Can I use the Europa for acrobatics.
What is the max, allowable speed.
Why is the designed g loading so much lower than the ultimate one. Is that
factor of 2,25 a fixed one.
Is there outside one who can bright my life?
Kind Regards and always good flying.
Bruno Reith
Monowheel kit 379/Germany
Message 13
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Subject: | Re: Naca / Paint |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Mike,
Many people, including myself have discarded them. I put a heat box on the
firewall and brought the air in through the panel. It works okay, quite
frankly it would work much better if I could come up with a good system of
getting the air out of the cabin. I am waiting for someone else to come up
with a flight proven solution for that one.
Paul
Message 14
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Subject: | Sealing of the fuel tank during construciton of the aircraft |
--> Europa-List message posted by: "Erich Trombley" <erichdtrombley@juno.com>
Steve D,
I noted that you sealed your tank inlets/outlets with duct tape and were rewarded
with dust in the tank. I found that using plastic wrap (Saran Wrap used for
kitchen/cooking ware) folded over itself a few times to increase the thickness,
then placed over the fuel inlets/outlets and secured with a rubber band works
really well. The resultant seal is air tight.
Erich Trombley N28ET Classic Mono 914
Not sure why my messages are being duplicated. Sorry! ET
Steve D,
I noted that you sealed your tank inlets/outlets with duct tape and were rewarded
with dust in the tank. I found that using plastic wrap (Saran Wrap used for
kitchen/cooking ware) folded over itself a few times to increase the thickness,then
placed over the fuel inlets/outlets and secured with a rubber band works
really well. The resultant seal is air tight.
Erich Trombley N28ET Classic Mono 914
Not sure why my messages are being duplicated. Sorry! ET
Message 15
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Subject: | Re: Naca / Paint |
--> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com>
Mike
As has been suggested the naca vents do seem frail - we broke ours
before getting them anywhere near the plane. In the end like many others
we have ducted the airflow and put a eyeball vent on the end - there are
some pics at
http://www.europaowners.org/modules.php?set_albumName=G-GIDY&op=modload&name=gallery&file=index&include=view_album.php
Paul
G-GIDY
Message 16
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--> Europa-List message posted by: "Jeremy Davey" <EuropaFlyer_3@msn.com>
Folks,
Has anyone out there ever come across any studs that can be bonded to
fibreglass parts? I want to put P-clips on my aluminium fuel lines to hold
them in place, but can=92t find suitable fixings for the clips as I don=92t
always want to put holes through the piece I=92m attaching them to.
I=92m thinking of something like an AN3-3A bolt with an extra large head
intended for bonding.
My alternative, I think, is to make some up out of AN3-3A bolts with the
heads mounted in holes in 3mm ply, and the two ply faces laid up with bid.
Thoughts welcome!
Cheers,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
=93If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.=94
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1420 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
Message 17
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Subject: | Re: Fuel Drains and Gascolator Locations |
--> Europa-List message posted by: JEFF ROBERTS <jeff@rmmm.net>
John,
I have done the same thing using the 2 fuel filters supplied by the
kit. Did you install fuel line shutoffs to change filters or would you
just crimp the line like some others have done. I have used the better
fuel injector hose and it's very easy to crimp as it's much more
flexible but I'm still wondering if I should install those heavy
in-line shutoffs.
Jeff
A258
Almost ready to start the engine.
On Oct 13, 2005, at 9:21 AM, John & Paddy Wigney wrote:
> --> Europa-List message posted by: John & Paddy Wigney
> <johnwigney@worldnet.att.net>
>
> <<<<<<<From: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
> Subject: Re: Europa-List: Fuel Drains and Gascolator Locations
> I find that the Saf-Air CAV-110s are a pain. They like to leak after
> use.
> I have replaced the O-ring with one made of Viton, which has helped,
> but am
> put off using them for fear that one day (especially when on a trip)
> they
> will prove impossible to reseat. Duncan McF.>>>>>>>
>
> Hi Duncan,
>
> I have CAV-110 drain valves on the two water drains from the fuel tank
> and also from the bowl drain of my Andair gascolator. I found that
> fine debris from the Andair caused the O-ring seal on that drain valve
> to leak. After replacing this O-ring several times, I have now fitted
> one of the Europa supplied in-line Purolator fuel filters between the
> gascolator and the CAV-110. Result is - no more leaks. I have never
> experienced problems with the drain valves from the main fuel tank.
>
> Cheers, John
>
> N262WF, mono XS, 912S
>
> Mooresville, North Carolina
>
>
Message 18
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Subject: | Re: Bond-able studs |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Try:
http://www.bighead.co.uk/
But these are heavy and made of low grade steel. There ought to be a better
way.
Duncan McF.
----- Original Message -----
From: "Jeremy Davey" <EuropaFlyer_3@msn.com>
Subject: Europa-List: Bond-able studs
> --> Europa-List message posted by: "Jeremy Davey" <EuropaFlyer_3@msn.com>
>
> Folks,
>
> Has anyone out there ever come across any studs that can be bonded to
> fibreglass parts? I want to put P-clips on my aluminium fuel lines to hold
> them in place, but can=92t find suitable fixings for the clips as I
> don=92t
> always want to put holes through the piece I=92m attaching them to.
>
> I=92m thinking of something like an AN3-3A bolt with an extra large head
> intended for bonding.
>
> My alternative, I think, is to make some up out of AN3-3A bolts with the
> heads mounted in holes in 3mm ply, and the two ply faces laid up with bid.
>
> Thoughts welcome!
>
> Cheers,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC Representative
> PFA EC Member
> =93If you can keep your head when all about you are losing theirs, then it
> is
> possible you haven't grasped the severity of the situation.=94
> Tail done
> Standard XS wings with mods underway
> CM installed in fuse (with airbrakes fittings)
> 1420 build hours to date
> Intended fit:
> Rotax 914 turbo, Airmaster CS fully-feathering prop
> Lots of lights, buttons, switches, gizmos, and alarms
>
>
>
Message 19
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Subject: | Re: Fuel Drains and Gascolator Locations |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Yes. Takes a few goes at that technique (at a time when I'd rather go
flying!).
Duncan McF.
----- Original Message -----
From: "Kingsley Hurst" <hurstkr@growzone.com.au>
Subject: RE: Europa-List: Fuel Drains and Gascolator Locations
> --> Europa-List message posted by: "Kingsley Hurst"
> <hurstkr@growzone.com.au>
>
>> I find that the Saf-Air CAV-110s are a pain. They like to leak after
> use.
> I have replaced the O-ring with one made of Viton, which has helped, but
> am
> put off using them for fear that one day (especially when on a trip)
> they
> will prove impossible to reseat.
>
> Duncan,
>
> When, in a previous life I flew almost every day, each time I checked
> the fuel, I always pulled downwards on the fitting giving it a slight
> turn as I did so. Doing this helps it seal and is the reason I have
> left mine proud of the fuselage.
>
> Regs
> Kingsley
>
>
>
Message 20
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|
Subject: | Re: Bond-able studs |
--> Europa-List message posted by: D Wysong <hdwysong@gmail.com>
EZ-point studs from Aircraft Spruce work great. Sand them, flox, and
add a couple of patches of BID and you're left with an uberstrong stud
(or blind nut). Click Bond fasteners also work well... but they're also
fairly expensive.
There ought to be a CHEAPER way, for sure.
D
-------------
Duncan McFadyean wrote:
> --> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
>
> Try:
> http://www.bighead.co.uk/
> But these are heavy and made of low grade steel. There ought to be a better
> way.
>
> Duncan McF.
> ----- Original Message -----
> From: "Jeremy Davey" <EuropaFlyer_3@msn.com>
> To: <europa-list@matronics.com>
> Subject: Europa-List: Bond-able studs
>
>
>
>>--> Europa-List message posted by: "Jeremy Davey" <EuropaFlyer_3@msn.com>
>>
>>Folks,
>>
>>Has anyone out there ever come across any studs that can be bonded to
>>fibreglass parts? I want to put P-clips on my aluminium fuel lines to hold
>>them in place, but can=92t find suitable fixings for the clips as I
>>don=92t
>>always want to put holes through the piece I=92m attaching them to.
>>
>>I=92m thinking of something like an AN3-3A bolt with an extra large head
>>intended for bonding.
>>
>>My alternative, I think, is to make some up out of AN3-3A bolts with the
>>heads mounted in holes in 3mm ply, and the two ply faces laid up with bid.
>>
>>Thoughts welcome!
>>
>>Cheers,
>>Jeremy
>>
>>Jeremy Davey
>>Europa Monowheel 537M G-EZZA
>>Europa Club Vice-Chairman, Webmaster, PFA NC Representative
>>PFA EC Member
>>=93If you can keep your head when all about you are losing theirs, then it
>>is
>>possible you haven't grasped the severity of the situation.=94
>>Tail done
>>Standard XS wings with mods underway
>>CM installed in fuse (with airbrakes fittings)
>>1420 build hours to date
>>Intended fit:
>>Rotax 914 turbo, Airmaster CS fully-feathering prop
>>Lots of lights, buttons, switches, gizmos, and alarms
>>
>>
>>
>
>
>
>
>
>
>
>
Message 21
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|
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
> Over the last couple of weeks I have been taking glider lessons for my
commercial FAA glider rating in a Blanik L-13. . . . . . . . Am I way
off base or is the landing and take off characteristic in these aircraft
that much different, so far as the mono-wheel characteristics or very
similar.
Hello Steve,
My Europa experience is minimal (almost non existent) but I have spent
considerable time in the back of a Blanik L-13.
I think it would be a bit risky to assume the handling characteristics
of the Europa might be like the Blanik. Firstly, the sailplane doesn't
have an engine with its corresponding torque, gyroscopic and other
effects. Also, the Blanik has almost twice the wing span of the Europa
and is a lot longer. These attributes contribute greatly to the
stability and ease of balancing on the ground. In a nose on breeze of
about 10 kts, it is very easy to balance the Blanik owing to the long
moment arm of the ailerons. (my kids used to love doing this when
conditions permitted thinking they were "flying" ) Likewise, the longer
fuselage gives the huge rudder on the Blanik very good directional
control and even though many students have trouble at first steering on
the ground, once the basics are mastered, it really is easy to steer and
keep the wings off the ground until completely stopped, even with a
moderate cross wind. I expect the Europa to be much more lively with
its much shorter moment arms and C of G further behind the main wheel.
> And the Blanik only has a 10kt crosswind limitation.
I'm sure you will gain the skills to handle considerably more than a 10
kt crosswind in the Blanik Steve.
> And one really fun piece of this training is speed brakes.
Yes they are a revelation aren't they? As any power pilot discovers when
he/she tries gliding, the airbrakes are akin to the throttle in a
powered aircraft. I.e.. Airbrakes away = power on, out = power off.
However, the effect of airbrakes is immediate whereas with a change of
power, the effect is not. The effect of airbrakes is also much more
pronounced.
> Having never flown an aircraft with speed brakes, these are great, you
can almost hang it on final approach with a steep angle.
You certainly can and in fact the Blanik airbrakes are speed limiting
which means you can dive vertically at the ground without exceeding VNE.
There is NO EXCUSE for anyone who overshoots a landing in a Blanik or
most sailplanes for that matter. Every student of mine had to prove to
me that he /she could come over the fence at 1000 ft and be stopped on
the ground within the first 1/3 of the strip. A bit daunting at first
but a very good exercise nevertheless. Don't think I will attempt this
in the Europa or at least if I did try it, I wouldn't expect the outcome
to be successful !
> Lots of fun. I believe this experience will make me a much better
Europa pilot so far as balancing on
this basketball/wheel and ground handling.
Indeed, it will make you a better pilot all round. Any gliding
experience is no burden to carry. Just consider for a start all the
forced landing practices you get ! Piece of cake mate, keep up the good
work and nice to know you are enjoying the experience.
Sorry for rambling on.
Cheers
Kingsley
Do not archive.
Message 22
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|
Subject: | Re: Fuel Drains and Gascolator Locations |
--> Europa-List message posted by: BEBERRY@aol.com
Changing filters---I just quickly disconected the fuel line and raised the
end above the fuel level in the main tank. Jammed it there between other pipes
and reconnected after a filter clean. Total fuel loss about 1 teaspoonful (
into some cheesecloth under the filters). You have to be quickish!!
Easy.
Patrick
Message 23
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Subject: | Re: Bond-able studs |
--> Europa-List message posted by: Mike Baker <galahav@yahoo.com>
http://www.clickbond.com/
aircraft spruce has them
will use them for the same purpose soon.
--- Jeremy Davey <EuropaFlyer_3@msn.com> wrote:
> --> Europa-List message posted by: "Jeremy Davey"
> <EuropaFlyer_3@msn.com>
>
> Folks,
>
> Has anyone out there ever come across any studs that
> can be bonded to
> fibreglass parts? I want to put P-clips on my
> aluminium fuel lines to hold
> them in place, but can=92t find suitable fixings for
> the clips as I don=92t
> always want to put holes through the piece I=92m
> attaching them to.
>
> I=92m thinking of something like an AN3-3A bolt with
> an extra large head
> intended for bonding.
>
> My alternative, I think, is to make some up out of
> AN3-3A bolts with the
> heads mounted in holes in 3mm ply, and the two ply
> faces laid up with bid.
>
> Thoughts welcome!
>
> Cheers,
> Jeremy
>
> Jeremy Davey
> Europa Monowheel 537M G-EZZA
> Europa Club Vice-Chairman, Webmaster, PFA NC
> Representative
> PFA EC Member
> =93If you can keep your head when all about you are
> losing theirs, then it is
> possible you haven't grasped the severity of the
> situation.=94
> Tail done
> Standard XS wings with mods underway
> CM installed in fuse (with airbrakes fittings)
> 1420 build hours to date
> Intended fit:
> Rotax 914 turbo, Airmaster CS fully-feathering prop
> Lots of lights, buttons, switches, gizmos, and
> alarms
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
>
>
>
>
__________________________________
Message 24
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|
Subject: | Re: Angle of Attack |
--> Europa-List message posted by: BEBERRY@aol.com
Talk of Speed brakes (air brakes or what ever you like to call them) - I
find it strange that Europas and similar aircraft are not so fitted, which would
not take much cost or effort. The advantages would be tremendous and would
virtually nullify the landing Aoa problems that have been the subject of
recent discussion.
Any pure jet aircraft performs best at high level and therefore stays up
there as along as possible, hence the need for a quick descent at the end of a
sortie. Airbrakes are essential and I used them for years for this purpose.
Advantages - much shorter and easier landings. Quick descents. Ability to
make a good landing from a too high approach. Ability to land over high
obstacles. etc - there must be more!
Disadvantages ... Nil.
Patrick
Message 25
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Subject: | Re: Angle of Attack |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I have a bit of Blanik time and a bunch of Europa time and I can certainly
support Kingsley's comments that the piloting experience between a mono and
a sailplane isn't all that transferable. With that said, the more different
types of aircraft you can fly (including sailplanes) the better off you are,
it all adds to the skill reptiore.
I test flew my Europa without the benefit of a lot of transition time in
type and I found it a great benefit to fly many different tailwheel aircraft
as I could prior to my test flight.
I must admit to be disappointed in finding the Europa isn't a very good
glider, I was hoping with its sleek lines it would be. I guess that was to
be expected with a high wing loading.
Paul
do not archive
Message 26
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Subject: | Re: Angle of Attack |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Patrick,
In some ways when you drop the monowheel down it does a pretty nice job of
acting like a speed brake. I have to fly into busy class C airports some
times and I had to change my approach techniques. The tower guys we getting
driven crazy because I would come clipping into their airspace at 140 knots
and then be sitting on final at 55~60 knots. They would then end up with a
pile of commuter jets piling up behind me and everyone was getting cranky.
Now what I do (assuming the turbocharger isn't spun up and hot) is run slide
down final on the high side and at around 100 knots, then when I am on short
final I flatten the prop, slow it up to 80 ~ 85 knots and drop the gear.
With the power off it will drop like a man hole cover, at half a mile out I
can pull it up to 55~60 and everyone is happy.
My local airport is towered, class D, and it is mostly GA traffic so I can
come into the pattern in a more gentlemanly manner.
Paul
do not archive
Message 27
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|
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi Bruno,
In the US the builder is responsible for stating the operating limitations
for the aircraft. Based on Andy Draper's advice I made my operating
limitation to be a MAW that would ensure that the aircraft could only
perform aerobatics solo, and I added a tighter tolerance for the forward and
aft C o G's. I excluded maneuvers that had a negative G component, along
with anything that had a tail slide.
Now with all that said, the limitations I added weren't based off any
structural calculations, it was from my informal discussions with Andy.
Since I have flying all I ever do is rolls, loops and the occasional spin.
I'd like to do more but I need to find an instructor to teach me.
Paul
Message 28
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|
Subject: | Re: Naca / Paint |
--> Europa-List message posted by: SPurpura@aol.com
FOR THE PAINT- I'D USE SOMETHING FUEL PROOF & GLOSSY , THAT WILL MAKE IT EASY
TO CLEAN. SAM N77EU
Message 29
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|
Subject: | Re: Bond-able studs |
--> Europa-List message posted by: SPurpura@aol.com
TRY THE CLIIC-BOND SYTEM, ACS I BELIEVE.
Message 30
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|
Received-SPF: none
--> Europa-List message posted by: "Bill & Sue Sisley" <bill.sue@zip.co.nz>
Sue and Bill
----- Original Message -----
From: "Bill & Sue Sisley" <bill.sue@orcon.net.nz>
Subject: Re: Europa-List: G Loading
> Bruno,
>
> This is a copy of an Email I received from Europa on what Aerobatic
> maneouvers are acceptable.
>
> For my plane we included all of these during the test period and they are
> included in my certificate of airwortheness.
>
> Rgds
> Bill Sisley
> From: Andy Draper <andy@europa-aircraft.com>
> To: <bill.sue@zip.co.nz>
> Sent: Thursday, April 18, 2002 2:32 AM
> Subject: Re: Europa XS Aerobatics
>
>
> Dear Bill,
>
> Following an aerobatics assessment on the Europa the following positive G
> maneouvers only, with their entry speeds are considered suitable;
>
> Aileron Roll 120kt pitch up - roll 100kt
> Loop 130kt
> Barrel roll 120kt
> Slow roll 110kt
> 1/2 Cuban 120/130kt
> Reverse Cuban pitch up 45 deg 130kt - roll 80kt
> Roll off the top 130kt
> 1/2 roll pull through /Split S 1/2 roll 80kt Exit 130kt
> Clover leaf 120/130
> Lazy 8 120kt
> Chandell 120kt
>
> Stall turns are not advised due to the danger of entering a tail slide
which
> could damage the tailplanes / pitch control system.
>
> Best Regards
> Andy Draper
>
> Technical Director
> e-mail andy@europa-aircraft.com
>
> Sue and Bill
>
> ----- Original Message -----
> From: <UVTReith@aol.com>
> To: <europa-list@matronics.com>
> Sent: Friday, October 14, 2005 3:23 AM
> Subject: Europa-List: G Loading
>
>
> > --> Europa-List message posted by: UVTReith@aol.com
> >
> > Hallo Europa friends.
> >
> > Quite often, people who are interested in the Europa, asking this
> questions:
> >
> > Can I use the Europa for acrobatics.
> > What is the max, allowable speed.
> > Why is the designed g loading so much lower than the ultimate one. Is
that
> > factor of 2,25 a fixed one.
> >
> > Is there outside one who can bright my life?
> >
> > Kind Regards and always good flying.
> > Bruno Reith
> > Monowheel kit 379/Germany
> >
> >
> >
> >
> >
> >
> >
> >
>
Message 31
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Received-SPF: none
Subject: | Fw: Evans coolant |
--> Europa-List message posted by: "Bill & Sue Sisley" <bill.sue@zip.co.nz>
Sue and Bill
----- Original Message -----
From: Bill & Sue Sisley
To:
Subject: Evans coolant
I have recently changed to Evans Coolant from 50/50 Water/Antifreeze.
My cyl head temp is now running approx 20 deg centigrade higher than before. Oil
temp has not changed.
My cooling system is as per the book.
Anyone else had any experience with this?
XS Mono
914
Airmaster CS
360 Hrs
Sue and Bill
Message 32
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|
Subject: | Re: Fw: Evans coolant |
--> Europa-List message posted by: "Mike Parkin" <mikenjulie.parkin@btopenworld.com>
Yes exactly the same with G-JULZ.
I understand that some people have reverted to water/glycol because of the
problem.
regards,
Mike
----- Original Message -----
From: "Bill & Sue Sisley" <bill.sue@zip.co.nz>
Subject: Europa-List: Fw: Evans coolant
> --> Europa-List message posted by: "Bill & Sue Sisley"
> <bill.sue@zip.co.nz>
>
>
> Sue and Bill
>
> ----- Original Message -----
> From: Bill & Sue Sisley
> To:
> Subject: Evans coolant
>
>
> I have recently changed to Evans Coolant from 50/50 Water/Antifreeze.
> My cyl head temp is now running approx 20 deg centigrade higher than
> before. Oil temp has not changed.
>
> My cooling system is as per the book.
> Anyone else had any experience with this?
>
> XS Mono
> 914
> Airmaster CS
> 360 Hrs
>
> Sue and Bill
>
>
>
Message 33
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--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
> I must admit to be disappointed in finding the Europa isn't a very
good
glider, I was hoping with its sleek lines it would be. I guess that was
to
be expected with a high wing loading.
Good-day Paul,
I suspect the glide angle is affected more by your propeller than the
wing loading. High performance sailplanes carry heaps of water ballast
for the very purpose of increasing wing loading. The increased wing
loading improves the gliding speed whilst not adversely affecting glide
angle. IOW, can glide faster at the same glide angle. Makes an
incredible difference in performance but in keeping with the principle
of 'no such thing as a free lunch', climb rates are reduced but overall
cross country speeds are higher.
Have you tried stopping the engine completely to see how much the glide
angle is improved ? Yes I'm serious. I think you will find it quite a
bit better even unfeathered.
Best regards
Kingsley
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