Today's Message Index:
----------------------
1. 05:01 AM - Re: Door Pulls (Paul McAllister)
2. 07:09 AM - Re: Airmaster Propellors (Trevpond@aol.com)
3. 07:09 AM - Re: Door Pulls (astills)
4. 12:23 PM - Stabilators, awe/screw-it! ()
5. 12:25 PM - Re: First Flight, C-FBZI (Rowland Carson)
6. 02:47 PM - Rotax 914 Fuel FLow (Jim Butcher)
7. 02:51 PM - Good news, bad news (Steve Hagar)
8. 04:34 PM - Re: Good news, bad news (Chris Beck)
9. 07:05 PM - Re: Good news, bad news (Rman)
Message 1
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--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Alan,
Yes, the skin does tend to pull out a bit, but or far (400 hours / 2 years)
it hasn't been a problem. My doors are fairly tight, so it takes fair
amount of "pull" to get it to close.
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of astills
Sent: Monday, April 17, 2006 9:37 PM
Subject: RE: Europa-List: Door Pulls
--> Europa-List message posted by: "astills" <astills@cox.net>
Paul,
Has the slot had a tendency to pull out at all. I understand how you did it
but thought that
would weaken the inside skin a little, especially with a little too much
pressure from someone
who just got in and started pulling.
Al Stills
N625AZ
Message 2
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| Subject: | Re: Airmaster Propellors |
--> Europa-List message posted by: Trevpond@aol.com
In a message dated 18/04/2006 13:02:20 GMT Daylight Time,
paul.mcallister@qia.net writes:
Hi Paul, Just saw your note on the Europa List and wondered how you got on
with the service on your propellor.
Trev Pond
Message 3
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--> Europa-List message posted by: "astills" <astills@cox.net>
Paul
Thanks for the info.....Mine have become quite tight also.
Al Stills
N625AZ
2 wks to painting
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Paul
McAllister
Sent: Tuesday, April 18, 2006 4:56 AM
Subject: RE: Europa-List: Door Pulls
--> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
Alan,
Yes, the skin does tend to pull out a bit, but or far (400 hours / 2 years)
it hasn't been a problem. My doors are fairly tight, so it takes fair
amount of "pull" to get it to close.
Paul
Message 4
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| Subject: | Stabilators, awe/screw-it! |
--> Europa-List message posted by: <rparigor@suffolk.lib.ny.us>
Needed to figure out what to do with large pip pin access holes on the top
of my accelerated tailplanes.
Needed was major surgery on the inner and outer bushings to make them much
more better stuck, which garbage picked pieces of a Carbon Fiber rowing
skull oar (tie inner and outer from bottom) did a nice job.
I have read of some that use plumbing screw on caps, some that remove the
keyring, and use a special tool, or push from bottom and leave a smaller
hole on top, some that cover the top with some sort of tape. Also no holes
or covers on top, no drain and install pip pin from bottom with cap.
I almost went for the pip pin in from bottom with cap, then I began
feeling a bit uncomfortable that if it was assembled and pip pin was not
in place, unless you removed cap, inspection was not possible.
Awe/screw-it!
I purchased from McMaster Carr a 1/4" shoulder Stainless Steel 1/8" allen
cap screw, 3" long with 10-24 threads. The cap is 3/8" diameter. I also
purchased 1/4" ID and 3/8" OD -10 O rings, but they are in fact square and
have 4 sealing lips. A simple lathe job of making a 10-24 tip out of
aluminium, and a 1/4" hole tube for top with a 3/8" nest.
No drain on bottom, just screw in from top, the Square-ring does the
sealing.
I had 2 5/40 stainless ball plungers with plastic ball for the bottom up
job that I will not be using, so installed on the top tube and made a
groove in the shoulder screw.
The diameter of the shoulder screw is the same as the pip pins. The
Stainless used is not awful hard or strong, but I kinda think a 1/4" birch
dowel is probably strong enough. You can buy the same part from McMaster
in steel which is twice as strong and harder.
Ron Parigoris.
Message 5
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| Subject: | Re: First Flight, C-FBZI |
--> Europa-List message posted by: Rowland Carson <rowil@clara.net>
At 2006-04-17 08:48 -0400 Dave_Miller@avivacanada.com wrote:
>My long term project finally took to the air
Dave - probably not as long-term as some! Congratulations on getting
it into the air, and many happy landings in the future.
regards
Rowland
--
| Rowland Carson (retiring) 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 6
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| Subject: | Rotax 914 Fuel FLow |
--> Europa-List message posted by: "Jim Butcher" <europa@triton.net>
I'm trying to get our fuel computer working properly. I have transducers on the
fuel going into the engine and fuel being returned to the tank. What is the
fuel flow others see at these places at reasonable power levels, say 70, 80 or
90%? Mine seem to top out at about 35 gph but I think that's a calibration
problem.
Thanks
Jim Butcher
Europa XS 914
Message 7
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| Subject: | Good news, bad news |
--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
I took today off as vacation and accomplished quite a bit of Europa work. The
plane got its first ride on the dual axel flatbed trailer I fabbed up for it.
It went to Falcon Field and back and came out unscathed. (good news) The trailer
probably weighs almost 2 times that of the plane and it sits higher than
a lot of the traffic. So the plane is protected pretty well. The prop has
gotten dynamically balanced and there was a noticeable change even on ground
runups. (good news). Initial taxi tests were undertaken and the plane tracks
very well. I didn't have to do a bunch of back and forth tap dancing on the
rudders to keep it straight on the line as had been my experience in a Cessna
140 and 2 other Europas I had taxied. However being more at ease in my own plane
may have led to more measured footwork may account for the better tracking.
(good news). On the other hand my low speed taxi was more of a medium speed
taxi. With the throttle pulled back to its high i
dle (1500-1600) the taxi rate seemed to be approaching a very fast run by a healthy
teenager. Brakes were being dragged almost the whole time. (bad news).
I haven't set the prop pitch stops yet on the Airmaster and I hope that is the
issue. A very cursory quick check showed about 30 degrees on the backside of
the prop and an inability to get up to 5000 rpm on one quick full power run.
What are those with Airmasters running for fine pitch?
The weight and balance was completed and the aircraft as it sits now primered
for fly off but now final paint has its Cg about 7/10 of an inch behind the
forward limit. (good news). I haven't permanately mounted the battery yet.
Right now the battery and its box of sorts in sitting centered under the right
access panel of the baggage bay shelf. Where are other's CG's at with an empty
weight? I need to do the calculations for all the people, baggage, fuel,
aux tank combinations to see if I need to do some fine tuning with the location.
Now for the (bad news) the empty weight is just about 900 lbs. Which is about
50 lbs more than I was hoping for, 91 % of the weight is on the mono and
9 % on the tailwheel. With some leeway available in the US for certing the
gross wt I would like to call it 1420 to get a good solid 500# payload. I can
fill it up with gas and still tote a 175# woman around. Just think of what
I could carry with a 125# woman aboard . . .! ! ?
I'm 205 sopping wet and I should be 195 so adjusting me should be a lot easier
than drilling holes in everything to get more payload. How many out there
have their gross weights certificated for greater than 1370?
Steve Haga
A143
Mesa AZ
Getting closer!
Steve Hagar
hagargs@earthlink.net
Message 8
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| Subject: | Re: Good news, bad news |
--> Europa-List message posted by: Chris Beck <n9zes@verizon.net>
Steve Hagar wrote:
>--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
>
> I didn't have to do a bunch of back and forth tap dancing on the rudders to
keep it straight on the line as had been my experience in a Cessna 140 and 2
other Europas I had taxied. However being more at ease in my own plane may have
led to more measured footwork may account for the better tracking. (good news).
On the other hand my low speed taxi was more of a medium speed taxi. With
the throttle pulled back to its high i
> dle (1500-1600) the taxi rate seemed to be approaching a very fast run by a healthy
teenager. Brakes were being dragged almost the whole time. (bad news).
I haven't set the prop pitch stops yet on the Airmaster and I hope that is the
issue.
>
>
>
---> I can't speak to the prop pitch issue, but I did just resolve an
idle speed issue with our 140. In the process of getting the idle
mixture sorted (too rich), I ended up with an idle speed of about 800
rpm or even a little more. It would taxi pretty good at 'idle', and
landing was an absolute b!tch!!!! I made some REALLY ugly landings
trying to get it on the ground.
Once we got the idle adjusted to the proper 575 - 600 rpm, it lands like
an absolute pussy cat.
With the high idle, it would float or even climb during the flare,
skitter all around the runway, and even drag the tailwheel for a while
before finally giving up and getting on the ground when trying to do a
3-point landing.
I'm just wondering how much effect idle speed combined with prop pitch
on the Europa might effect the landing ease between different Europas?
Chris
Message 9
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| Subject: | Re: Good news, bad news |
--> Europa-List message posted by: Rman <topglock@cox.net>
Steve, my tri-gear is certed at 1450 and flys well at that weight.
Empty weight is 925 and CG is almost dead center at 60". With the wife
and I and a full load of fuel, we can carry baggage to gross without
getting out of CG.
I don't remember what the Airmaster is running for fine pitch, and the
book is not handy, but I'm thinking somewhere between 13 and 17 degrees...
Jeff - Baby Blue
166 hours
Steve Hagar wrote:
>--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
>
>I took today off as vacation and accomplished quite a bit of Europa work. The
plane got its first ride on the dual axel flatbed trailer I fabbed up for it.
It went to Falcon Field and back and came out unscathed. (good news) The
trailer probably weighs almost 2 times that of the plane and it sits higher than
a lot of the traffic. So the plane is protected pretty well. The prop has
gotten dynamically balanced and there was a noticeable change even on ground
runups. (good news). Initial taxi tests were undertaken and the plane tracks
very well. I didn't have to do a bunch of back and forth tap dancing on the
rudders to keep it straight on the line as had been my experience in a Cessna
140 and 2 other Europas I had taxied. However being more at ease in my own
plane may have led to more measured footwork may account for the better tracking.
(good news). On the other hand my low speed taxi was more of a medium speed
taxi. With the throttle pulled back to its high i
> dle (1500-1600) the taxi rate seemed to be approaching a very fast run by a healthy
teenager. Brakes were being dragged almost the whole time. (bad news).
I haven't set the prop pitch stops yet on the Airmaster and I hope that is the
issue. A very cursory quick check showed about 30 degrees on the backside
of the prop and an inability to get up to 5000 rpm on one quick full power run.
What are those with Airmasters running for fine pitch?
>
>The weight and balance was completed and the aircraft as it sits now primered
for fly off but now final paint has its Cg about 7/10 of an inch behind the
forward limit. (good news). I haven't permanately mounted the battery yet.
Right now the battery and its box of sorts in sitting centered under the right
access panel of the baggage bay shelf. Where are other's CG's at with an
empty weight? I need to do the calculations for all the people, baggage, fuel,
aux tank combinations to see if I need to do some fine tuning with the location.
Now for the (bad news) the empty weight is just about 900 lbs. Which is
about 50 lbs more than I was hoping for, 91 % of the weight is on the mono and
9 % on the tailwheel. With some leeway available in the US for certing the
gross wt I would like to call it 1420 to get a good solid 500# payload. I
can fill it up with gas and still tote a 175# woman around. Just think of what
I could carry with a 125# woman aboard . . .! ! ?
> I'm 205 sopping wet and I should be 195 so adjusting me should be a lot easier
than drilling holes in everything to get more payload. How many out there
have their gross weights certificated for greater than 1370?
>
>
>Steve Haga
>A143
>Mesa AZ
>Getting closer!
>
>
>Steve Hagar
>hagargs@earthlink.net
>
>
>
>
>
>
>
>
>
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