---------------------------------------------------------- Europa-List Digest Archive --- Total Messages Posted Wed 12/28/05: 7 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 03:25 AM - Re: Carb heat mod - Oil Thermostat mod (Jeremy Davey) 2. 06:34 AM - Re: Carb heat mod - Oil Thermostat mod (Jim Thursby) 3. 09:00 AM - Re: Instrument Approach check lists (John & Paddy Wigney) 4. 01:24 PM - Re: Europa-List Digest: 3 Msgs - 12/27/05 (EMAproducts@aol.com) 5. 02:05 PM - Re: Re: Instrument Approach check lists (Pete Lawless) 6. 02:09 PM - How accurate is fuel gauge? () 7. 02:09 PM - How accurate is fuel gauge? () ________________________________ Message 1 _____________________________________ Time: 03:25:23 AM PST US From: "Jeremy Davey" Subject: RE: Europa-List: Carb heat mod - Oil Thermostat mod --> Europa-List message posted by: "Jeremy Davey" Time for me to put my PFA EC member hat on, I think... Perhaps it's because I'm all calm and relaxed after an excellent Xmas, and hence I'm in a more mollifying mood than my usual 'rottweiler on the prowl' mode, but I feel disinclined to growl at anyone on this at present - either Engineering or membership... So let's just look at the facts :-) We've had a long-running problem in Engineering with a workload backlog. That has been a function of resources vs. incoming work and has led to slow processing of items. I accept that some folks also contend that excess thinking is put into some jobs. Concentration has hence been put on things like permit renewals at the expense of mods, but by the middle of the summer even the mods backlog was under control. We've also had some long-running problems with process - acknowledgements really SHOULD be sent, incomplete paperwork should be advised as such by return and not sat on for three weeks, consistent advice should be given on what is approved and what is not. This one, I contend, is workload-independent, and poor performance in this area adds to workload rather than reduces it. So what are we doing about it? The first attempt to fix both was to recruit a Head of Engineering. That helped with some of the process issues and workload backlog, but by no means all of it. The second was to recruit another Engineer. Now, after two years, the HoE has decided to emigrate back to Australia, and we haven't had a suitable applicant for the Engineer role yet, so we're two men down. On the up side, Barry Plumb (many UK folks will know Barry) was in the recent EC intake and has the energy (and time) to invest in improving Engineering. He's doing the thinking and work to get us over this difficult period - both in terms of recruiting new staff and ensuring that the processes are working well. So what can we expect in terms of service levels in the near future? I'm really worried about this one. Tough decisions are going to have to be made about what work is done and what is set aside until new folks have joined us. I'm sure that everyone will understand that that is unavoidable. What CAN be done is to ensure that members aren't left with the impression their submissions have simply vanished into a black hole - so if that happens to you, please let me know what you submitted, when, what you heard back, and also please confirm that you checked on the PFA Web Site to make sure you were using the correct forms and all the correct forms. If there is a genuine problem, I will take it up. Finally, a half-a-growl to keep in character... I'm in the middle of a succession of house moves so my personal time is limited. If you've submitted your Europa biplane mod on the back of an old electric bill, with half a sketch and three lines of explanatory text, please don't get in touch! Regards, Jeremy Jeremy Davey Europa Monowheel 537M G-EZZA Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC Member "If 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." Tail done Standard XS wings with mods underway CM installed in fuse (with airbrakes fittings) 1430 build hours to date Intended fit: Rotax 914 turbo, Airmaster CS fully-feathering prop Lots of lights, buttons, switches, gizmos, and alarms -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Mike Parkin Subject: Re: Europa-List: Carb heat mod - Oil Thermostat mod --> Europa-List message posted by: "Mike Parkin" --> >> I will TRY and progress both oil and water but getting any reply, >> even confirmation that they have received a message, has been taking >> weeks recently. > > They are overworked and too busy flying replica Spitfires ! They are > very slow to respond and sometimes they don't. > And the response to my query has been shown in this case to be > inaccurate. > > I refuse to goad myself into making any comment about this. > > Richard Richard, I sympathise entirely with your frustration. I have several versions of the same T-shirt. Is there nothing we can do about the poor service offered by the PFA Engineering Dept. Perhaps a complaint from the Europa club would be appropriate. Is there any pressure we can bring to bear, or are they totally omnipotent - like Mr Blair. On the other hand, perhaps we malcontents are in the minority and most people in the Association are happy with the service provided - I don't think so though!!! What do think Dave Buzz/Jeremy. I am still very interested in the oilstat mod. regards, Mike ________________________________ Message 2 _____________________________________ Time: 06:34:43 AM PST US From: "Jim Thursby" Subject: RE: Europa-List: Carb heat mod - Oil Thermostat mod --> Europa-List message posted by: "Jim Thursby" Well they say slow is safe right? Maybe that's driving. Hmmmm. Jim T. -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Jeremy Davey Subject: RE: Europa-List: Carb heat mod - Oil Thermostat mod --> Europa-List message posted by: "Jeremy Davey" --> Time for me to put my PFA EC member hat on, I think... Perhaps it's because I'm all calm and relaxed after an excellent Xmas, and hence I'm in a more mollifying mood than my usual 'rottweiler on the prowl' mode, but I feel disinclined to growl at anyone on this at present - either Engineering or membership... So let's just look at the facts :-) We've had a long-running problem in Engineering with a workload backlog. That has been a function of resources vs. incoming work and has led to slow processing of items. I accept that some folks also contend that excess thinking is put into some jobs. Concentration has hence been put on things like permit renewals at the expense of mods, but by the middle of the summer even the mods backlog was under control. We've also had some long-running problems with process - acknowledgements really SHOULD be sent, incomplete paperwork should be advised as such by return and not sat on for three weeks, consistent advice should be given on what is approved and what is not. This one, I contend, is workload-independent, and poor performance in this area adds to workload rather than reduces it. So what are we doing about it? The first attempt to fix both was to recruit a Head of Engineering. That helped with some of the process issues and workload backlog, but by no means all of it. The second was to recruit another Engineer. Now, after two years, the HoE has decided to emigrate back to Australia, and we haven't had a suitable applicant for the Engineer role yet, so we're two men down. On the up side, Barry Plumb (many UK folks will know Barry) was in the recent EC intake and has the energy (and time) to invest in improving Engineering. He's doing the thinking and work to get us over this difficult period - both in terms of recruiting new staff and ensuring that the processes are working well. So what can we expect in terms of service levels in the near future? I'm really worried about this one. Tough decisions are going to have to be made about what work is done and what is set aside until new folks have joined us. I'm sure that everyone will understand that that is unavoidable. What CAN be done is to ensure that members aren't left with the impression their submissions have simply vanished into a black hole - so if that happens to you, please let me know what you submitted, when, what you heard back, and also please confirm that you checked on the PFA Web Site to make sure you were using the correct forms and all the correct forms. If there is a genuine problem, I will take it up. Finally, a half-a-growl to keep in character... I'm in the middle of a succession of house moves so my personal time is limited. If you've submitted your Europa biplane mod on the back of an old electric bill, with half a sketch and three lines of explanatory text, please don't get in touch! Regards, Jeremy Jeremy Davey Europa Monowheel 537M G-EZZA Europa Club Vice-Chairman, Webmaster, PFA NC Representative PFA EC Member "If 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." Tail done Standard XS wings with mods underway CM installed in fuse (with airbrakes fittings) 1430 build hours to date Intended fit: Rotax 914 turbo, Airmaster CS fully-feathering prop Lots of lights, buttons, switches, gizmos, and alarms -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Mike Parkin Subject: Re: Europa-List: Carb heat mod - Oil Thermostat mod --> Europa-List message posted by: "Mike Parkin" --> >> I will TRY and progress both oil and water but getting any reply, >> even confirmation that they have received a message, has been taking >> weeks recently. > > They are overworked and too busy flying replica Spitfires ! They are > very slow to respond and sometimes they don't. > And the response to my query has been shown in this case to be > inaccurate. > > I refuse to goad myself into making any comment about this. > > Richard Richard, I sympathise entirely with your frustration. I have several versions of the same T-shirt. Is there nothing we can do about the poor service offered by the PFA Engineering Dept. Perhaps a complaint from the Europa club would be appropriate. Is there any pressure we can bring to bear, or are they totally omnipotent - like Mr Blair. On the other hand, perhaps we malcontents are in the minority and most people in the Association are happy with the service provided - I don't think so though!!! What do think Dave Buzz/Jeremy. I am still very interested in the oilstat mod. regards, Mike ________________________________ Message 3 _____________________________________ Time: 09:00:55 AM PST US From: John & Paddy Wigney Subject: Europa-List: Re: Instrument Approach check lists --> Europa-List message posted by: John & Paddy Wigney Hi Paul, I do not have a check list per se, but I do have a set of configurations which I established with my instructor's help. I have found that they work well. For those of you on the Europa list, I am hoping that the details in the table below make it through Matt Dralle's server without too much trouble. If the table is degraded, please contact me off line. Basically, I set the plane up at the 80 to 90 kts approach cruise when I am within about 2 to 3 miles of the final approach vector or the procedure turn. When I get to the Final Approach Fix or glide slope, I just drop the gear and flaps, switch the fuel pump on and set the throttle to 18 in Hg or 14 in Hg depending on if it is an ILS or Localiser/GPS type approach and maintain about 80 kts. I find the plane is very steady with the gear down and is relatively easy to maintain on the glide slope and the localiser. You are correct that if you are at 80 kts, it can be a bit slow out there. When one is retired, everything slows down so I don't mind! My instructor has never complained, I think his attitude is that it is much more important to have everything going smoothly and safely. It is also important to have the gear down on the approach. He has never suggested that we could contrive things to do a faster flaps up approach with gear / flaps down at the fence or anything like that. Let me know what you think, I would be happy to discuss further. Cheers, John Mooresville, North Carolina N262WF, mono XS, 912S, Whirlwind C/S hydraulic prop 704-664-4167 Condition Power Attitude Configuration Performance Initial climb Full throttle 5800 rpm +10 deg Gear/flaps up 75 kts VSI = 1000 fpm Cruise climb Full throttle 5500 rpm + 8 deg Gear/flaps up 90 kts VSI = 800 fpm Cruise ? % power 5150 rpm 0 deg Gear/flaps up 125 kts VSI = 0 Enroute descent 21 in. Hg MP 5150 rpm - 3 deg Gear/flaps up 125 kts VSI = - 500 fpm Intermediate level off (= Approach cruise) 20 in. Hg MP 5150 rpm + 5 deg Gear/flaps up 80 - 90 kts VSI = 0 Precision ILS glideslope let -down from FAF to DH 18 in. Hg MP 5150 rpm - 3 deg Gear down, elec fuel pump on 80 kts VSI = - 400 fpm Non Precision Localiser/GPS let-down from FAF to MDA 14 in. Hg MP 5150 rpm - 4 deg Gear down, elec fuel pump on 80 kts VSI = -800 fpm Level off at MDA 25 in Hg MP +2 deg Gear down, elec fuel pump on 75 kts VSI = 0 Missed approach Full throttle 5800 rpm + 10 deg Gear/flaps up 75 kts VSI = 1000 fpm XXXXXXXXXXXXXXXXXX From: "Paul McAllister" Subject: Europa-List: Instrument Approach check lists Hi All, This question is for those intrepid fliers out there that actually do instrument approaches. I am looking for some examples of check lists. I am yet to come up with a procedure that I like for ILS approaches. I have tried several variations of stabilizing the aircraft at the outer marker, before the outer marker, and some more controversial variations. The issue I am having is that if I set the aircraft up for speed, and landing configuration (which for a mono means flaps down), then I am only doing 75 knots at best, and this means I am hanging out there for what seems eternity. So, if anyone has a nice procedure / check list that works for them, then I'd like to take a look. Thanks, Paul XXXXXXXXXXXXXXXXXXXXXXX ________________________________ Message 4 _____________________________________ Time: 01:24:07 PM PST US From: EMAproducts@aol.com Subject: Europa-List: Re: Europa-List Digest: 3 Msgs - 12/27/05 --> Europa-List message posted by: EMAproducts@aol.com Europa Builders & owners As everyone who was at OSH in '05 knows Monday night we had a big blow. Unfortunately, my album of photos was nearly totally destroyed by moisture when our tents blew down. Many of the photographs were originals and sadly I had no duplicates. Between this and a computer hard drive failure I have lost a large number of photos from my customers. I am unable to contact many due to e-mail address changes, moving etc. If you have the RiteAngle installed on your aircraft please send me either via e-mail or postal a copy if you would. I lost many photos going back over 10 years from our R&D days. Thanks in advance! Sincerely, Elbie Elbie Mendenhall EM Aviation, LLC 13411 NE Prairie Rd Brush Prairie, WA 98606 360-260-0772 _www.riteangle.com_ (http://www.riteangle.com/) ________________________________ Message 5 _____________________________________ Time: 02:05:13 PM PST US From: "Pete Lawless" Subject: RE: Europa-List: Re: Instrument Approach check lists --> Europa-List message posted by: "Pete Lawless" Evening All Here in the UK we arent allowed to fly IFR in the Europa (neither would I be prepared to pay the landing fee of an airport with ILS even if we could!), so G-RMAC is confined to strip flying. However but I do fly a lot of IFR around Europe in my Twin Com. I find the ILS is easier to fly fast (Less time to cock it up?) so I fly at 115 MPH with the gear down and flaps up. The theory being that in the event of a go around the aeroplane has better than single engine climb speed already on the clock and all you have to do is put on the power and retract the gear. If the approach is successful then you can either land flapless or extend them once you are visual. The main point is that if the runway has an ILS then it is plenty long enough to handle the possible bit of extra used in a flapless landing. The same would apply to the Europa. Obviously if you are a monowheel you need to remember to drop the gear, but in my Europa providing the prop is in full fine, it slows really quickly once the power is off. How long you have to get the power off depends on your personal limits. I would certainly not be comfortable flying a home built single in IFR with a 200 foot base. Suppose the Rotax stops? So with a more survivable limit of say a 500 foot ceiling, you will have plenty of time to slow and drop the gear. I would be surprised if you cold not maintain the glide slope in the process. Hope it helps Pete -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of John & Paddy Wigney Subject: Europa-List: Re: Instrument Approach check lists --> Europa-List message posted by: John & Paddy Wigney Hi Paul, I do not have a check list per se, but I do have a set of configurations which I established with my instructor's help. I have found that they work well. For those of you on the Europa list, I am hoping that the details in the table below make it through Matt Dralle's server without too much trouble. If the table is degraded, please contact me off line. Basically, I set the plane up at the 80 to 90 kts approach cruise when I am within about 2 to 3 miles of the final approach vector or the procedure turn. When I get to the Final Approach Fix or glide slope, I just drop the gear and flaps, switch the fuel pump on and set the throttle to 18 in Hg or 14 in Hg depending on if it is an ILS or Localiser/GPS type approach and maintain about 80 kts. I find the plane is very steady with the gear down and is relatively easy to maintain on the glide slope and the localiser. You are correct that if you are at 80 kts, it can be a bit slow out there. When one is retired, everything slows down so I don't mind! My instructor has never complained, I think his attitude is that it is much more important to have everything going smoothly and safely. It is also important to have the gear down on the approach. He has never suggested that we could contrive things to do a faster flaps up approach with gear / flaps down at the fence or anything like that. Let me know what you think, I would be happy to discuss further. Cheers, John Mooresville, North Carolina N262WF, mono XS, 912S, Whirlwind C/S hydraulic prop 704-664-4167 Condition Power Attitude Configuration Performance Initial climb Full throttle 5800 rpm +10 deg Gear/flaps up 75 kts VSI = 1000 fpm Cruise climb Full throttle 5500 rpm + 8 deg Gear/flaps up 90 kts VSI = 800 fpm Cruise ? % power 5150 rpm 0 deg Gear/flaps up 125 kts VSI = 0 Enroute descent 21 in. Hg MP 5150 rpm - 3 deg Gear/flaps up 125 kts VSI = - 500 fpm Intermediate level off (= Approach cruise) 20 in. Hg MP 5150 rpm + 5 deg Gear/flaps up 80 - 90 kts VSI = 0 Precision ILS glideslope let -down from FAF to DH 18 in. Hg MP 5150 rpm - 3 deg Gear down, elec fuel pump on 80 kts VSI = - 400 fpm Non Precision Localiser/GPS let-down from FAF to MDA 14 in. Hg MP 5150 rpm - 4 deg Gear down, elec fuel pump on 80 kts VSI = -800 fpm Level off at MDA 25 in Hg MP +2 deg Gear down, elec fuel pump on 75 kts VSI = 0 Missed approach Full throttle 5800 rpm + 10 deg Gear/flaps up 75 kts VSI = 1000 fpm XXXXXXXXXXXXXXXXXX From: "Paul McAllister" Subject: Europa-List: Instrument Approach check lists Hi All, This question is for those intrepid fliers out there that actually do instrument approaches. I am looking for some examples of check lists. I am yet to come up with a procedure that I like for ILS approaches. I have tried several variations of stabilizing the aircraft at the outer marker, before the outer marker, and some more controversial variations. The issue I am having is that if I set the aircraft up for speed, and landing configuration (which for a mono means flaps down), then I am only doing 75 knots at best, and this means I am hanging out there for what seems eternity. So, if anyone has a nice procedure / check list that works for them, then I'd like to take a look. Thanks, Paul XXXXXXXXXXXXXXXXXXXXXXX -- 23/12/2005 -- 23/12/2005 ________________________________ Message 6 _____________________________________ Time: 02:09:25 PM PST US Subject: Europa-List: How accurate is fuel gauge? From: --> Europa-List message posted by: Curious, how accurate do those of you flying find the Europa float style gauge (mod 60)in flight? Fooling with the gauge on the bench, it has 9 stations. The float has magnets in it, and trips a reed switch at each station. Due to the length of the magnets and the way reed switches have a certain amount of hysterisus, it appears it should work quite well. Even if sloshing had you bouncing between 2 stations, it seems it will still give not too bad an indication??? Thx. Ron Parigoris ________________________________ Message 7 _____________________________________ Time: 02:09:42 PM PST US Subject: Europa-List: How accurate is fuel gauge? From: --> Europa-List message posted by: Curious, how accurate do those of you flying find the Europa float style gauge (mod 60)in flight? Fooling with the gauge on the bench, it has 9 stations. The float has magnets in it, and trips a reed switch at each station. Due to the length of the magnets and the way reed switches have a certain amount of hysteresis, it appears it should work quite well. Even if sloshing had you bouncing between 2 stations, it seems it will still give not too bad an indication??? Thx. Ron Parigoris