Today's Message Index:
----------------------
1. 12:37 AM - pitot static lines (Paul Stewart)
2. 02:37 AM - Re: Re: stalls & spins (Paddy Clarke)
3. 03:13 AM - Re: stalls & spins (Mark Burton)
4. 03:21 AM - DOTH Fri 4th Chiltern Park (Paddy Clarke)
5. 06:17 AM - Re: NSI Subaru owners please read. (GLENN CROWDER)
6. 08:03 AM - Re: Oshkosh by air - return by Avis (Dave_Miller@avivacanada.com)
7. 09:09 AM - Stalls and spins (Fergus Kyle)
8. 09:30 AM - Fuel starvation problems (creighton smith)
9. 12:50 PM - Cliff & Betty Memorial Service (Bob Jacobsen)
10. 03:56 PM - Location of compass (JohnDHeykoop@aol.com)
11. 05:23 PM - Re: Location of compass (Karl Heindl)
12. 10:09 PM - Re: Location of compass (R.C.Harrison)
13. 11:29 PM - Re: Location of compass (nigel charles)
Message 1
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| Subject: | pitot static lines |
--> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com>
Do the pitot static line need to have water traps in them? We are
splitting both of these to conventional ASI / alti and the BMA EFIS 1
regards
paul
G-GIDY
Message 2
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| Subject: | Re: stalls & spins |
--> Europa-List message posted by: Paddy Clarke <paddyclarke@lineone.net>
Hi Mark,
I'm sure we can agree that no instruments are needed in the flare -
my attempt at a bit of levity obviously didn't come through!
I am a great fan of your talking ASI, it's a valuable contribution to
flight safety and I would certainly have fitted one if I didn't have
an AoA indicator. It is also much easier to retrofit, though it does
depend on the validity of the target airspeed. To look at the
indications of an AoA you have, of course, to glance inside - though
mine is fitted at the very top of the instrument panel, so I might
just pick up the bright lights in my peripheral vision.
However, one day you may be making a rather tight turn onto final,
roll on a bit of extra bank to stop the tailwind blowing you through
the C/L, then pull rather sharply back as you realise you've let the
nose drop - just as you hit the turbulence from the top of the big
hangar. An American lady giving you a harsh rebuke may just save your
life, whereas the English lady would be quietly content. After all,
your airspeed is exactly the number she's been told to expect.
All the Best, Paddy
> Mark Burton wrote:
> Yes, but it still requires you to look inside the cockpit while
> flying the approach to see the AoA display. Once you get to the
> point of flaring you don't need any instruments at all.
>
Do Not Archive
Paddy Clarke
Europa XS - 404 G-KIMM
Message 3
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| Subject: | Re: stalls & spins |
--> Europa-List message posted by: "Mark Burton" <markb@ordern.com>
paddyclarke(at)lineone.ne wrote:
> Hi Mark,
> I'm sure we can agree that no instruments are needed in the flare -
> my attempt at a bit of levity obviously didn't come through!
> I am a great fan of your talking ASI, it's a valuable contribution to
> flight safety and I would certainly have fitted one if I didn't have
> an AoA indicator. It is also much easier to retrofit, though it does
> depend on the validity of the target airspeed. To look at the
> indications of an AoA you have, of course, to glance inside - though
> mine is fitted at the very top of the instrument panel, so I might
> just pick up the bright lights in my peripheral vision.
> However, one day you may be making a rather tight turn onto final,
> roll on a bit of extra bank to stop the tailwind blowing you through
> the C/L, then pull rather sharply back as you realise you've let the
> nose drop - just as you hit the turbulence from the top of the big
> hangar. An American lady giving you a harsh rebuke may just save your
> life, whereas the English lady would be quietly content. After all,
> your airspeed is exactly the number she's been told to expect.
> All the Best, Paddy
>
Hi Paddy,
I agree with everything you say here except the bit about the turbulence because
if the wind speed (relative to the aircraft) changes rapidly, the talking ASI
will pick that up as quickly as the AoA instrument does. As you point out, the
real benefit that AoA gives over airspeed is the detection of the
accelerated stall. It did occur to me during development of the talking ASI that
by adding an accelerometer the widget could take into account the higher loading.
Perhaps I should investigate that idea further.
I've said enough now, everyone must be bored to tears.
If anyone wants to discuss the talking ASI further, please send email to enquires@smartavionics.com
Regards,
Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52022#52022
Message 4
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| Subject: | DOTH Fri 4th Chiltern Park |
--> Europa-List message posted by: Paddy Clarke <paddyclarke@lineone.net>
Hi All,
Looking through the free landings for somewhere I haven't been, I
came across Chiltern Park near Henley, in Pilot. How about trying it
tomorrow (Friday, 1200hrs)?. We will have to take our own
refreshments, unless you fancy a 2.5 mile walk to a pub, and 'phone
for PPR
Cheers, Paddy
Paddy Clarke
Europa XS - 404 G-KIMM
Message 5
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| Subject: | NSI Subaru owners please read. |
--> Europa-List message posted by: "GLENN CROWDER" <gcrowder2@hotmail.com>
Hello Belinda!
I am really sorry to hear of this unfortunate incident but am happy to
hear of your
successful (mostly) off field landing.
I run the Subaru engine as well and have been extremely happy with it
although mine
has been highly modified for more power. I no longer use the NSI redrive
but still have
their dual belt alternator pulley setup. I don't know if this applies to
your situation, but
I have been warned not to get the alternator belt too tight as there are two
of them
in parallel where the engine in the car only has one, putting twice as much
strain on the
alternator bearing. I have noticed that it is actually necessary to set
them fairly loose as
when the engine is hot, all the aluminum in the engine expands a
considerable amount,
tightening the belts significantly. I couldn't believe how much until I
checked the belt
tension right after a flight and they were incredibly tight. I have been
mostly concerned
with cracking the NSI alternator bracket which I have read some reports on,
probably
due to the same overtightened belts.
I had also heard of some seized alternators on NSI Kitfox installations
some years ago
and had been warned to provide good cooling around the alternator. I added
a fairly
large reverse vent right behind the alternator to provide a good flow. My
alternator
does have its own internal cooling fan as well.
I never considered that a seized alternator could stop the engine though.
Thats
a tough one. I'm thinking loosen the belts even more or just use one belt.
That way
at least the engine could still turn.
Sure hate to hear of your loss. I really appreciate the incident report.
I sincerely
hope G-BWCV is repairable!
Glenn
Golden, Colo USA
>From: "Belinda Glover" <belinda@gloverb.freeserve.co.uk>
>To: <europa-list@matronics.com>
>Subject: Europa-List: NSI Subaru owners please read.
>Date: Wed, 2 Aug 2006 23:40:51 +0100
>
>Our recently rebuilt Europa G-BWCV is again in pieces after we put only 30
>more flying hrs on this engine to add to the 50hrs it had done in the
>hands of the previous owner.
>
>We had just received the new full permit to fly when recently, heading for
>Lundy Island just South of Bristol Docks , the cockpit filled with smoke as
>if a smoke bomb had gone off and the engine stopped! I could not discern
>whether the smoke was electrical in origin but assumed as the engine had
>stopped it had to be.
>
>The cause and subsequent sequence of events has now been established.
>
>Alternator bearing seizure initiated dual rubber v-belt slip at the
>crankshaft pulley.
>In 2-3 seconds 50 cruise hp turned both rubber belts into smoke and
>vulcanised them instead of driving the now freewheeling prop (no flywheel
>effect to snap belts).
>
>The alternator was switched off immediately but to no benefit since its
>load was not the issue.
>
>So instead of the crankshaft pulley driving the alternator, the alternator
>now seized was now driving the engine to a stop! A relatively minor
>accessory failure had initiated a cascade of events equivalent or even
>worse than a major engine failure.
>
>Ofcourse this should not happen should it?
>
>Little did I know I had become an involuntary test pilot!!!!!!!with an
>observer!!!!!
>
>The idea of a re-start attempt was not surprisingly quickly rejected.
>However, as I now know it would obviously have been a futile exercise, the
>engine stopped from 50hp running so the starter did not have a chance.
>
>Two other aspects of this incident made for an extremely high workload.
>
>1. I had to switch off all electrics to prevent any further risk of smoke
>(if only to be able to see out for a forced landing) or worse still fire.
>This meant I lost the electric trim.
>
>This may appear a small thing but believe me, this meant the constant use
>of one hand flying the stick without feel and as a consequence one eye
>glued to the ASI. A workload I did not need at this time. Mechanical trim
>would have helped enormously.
>
>Try your practice forced landings in cruise trim to see what I mean. "It
>could be you."
>
>2. The other aspect which is a little more difficult to practice was the
>free wheeling prop. All practice forced landings to date had been with the
>engine at idle as is usual. In this condition increasing speed, by diving,
>increases engine rpm so the sprag clutch is effectively connecting engine
>and propeller like any other engine.
>When the engine stopped, I was quickly aware of an abnormally high rate of
>descent. The prop ran away like a wind generator in hurricane, the feel of
>the stick was abnormal due to the out of trim load and I think also the
>braking effect on the airflow over the tail.of the prop now in drag
>parachute mode.
>
>The location was far from ideal for a forced landing and with the high rate
>of descent meaning short time for descent we could easily have come off far
>worse especially since the area was well populated with power lines of
>different sizes forcing a late rejection of the primary field selection.
>
>Having taken the diagonal in anticipation of the limited field size We hit
>the far hedge in a 290 meter 30+ Celcius almost max gross with wind light
>and variable as the sea breeze was backing up the Severn valley. The near
>hedge incidentally was a 6 foot steep bank from a wide drainage canal.
>This, coupled with the unusual deck angle in the glide which only got worse
>of course when I put the coupled gear and flap down on the Mono, requiring
>an unusually long duration flare as if landing up hill, put our aiming
>point considerably before the actual touch down point so we were going to
>hit the hedge. The last trick I had up my sleeve from my cross country
>gliding days was to drop the gear in order to minimise the ground roll.
>This in retrospect, although it did no such thing, probably stopped us
>flipping upside down. I never considered applying the brake but the wheel
>just keeps turning judging by our grass marks.Which fortunately I was able
>to pace out having vacated the aircraft.
>
>I am giving a talk to Gloucester strut about the Europa rebuild and now
>have a new chapter.
>
>It is in the Aeros flying club building next Tuesday at 07.30 pm and would
>welcome anyone especially Subaru owners to come along.
>
>I still like the Subaru engine and would be happy to fly it again once this
>single point failure has been addressed. If the Europa flies again it will
>be called hedgehog!
Message 6
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| Subject: | Re: Oshkosh by air - return by Avis |
Hi Richard,
Something similar happened while I was in a friends 914 mono.
The turbo boost dropped and we lost power. Reducing power improved things,
as the prop went to fine with the reduced throttle setting.
The problem was the cabin heat system, taking heat off the muffler, was
dumping hot air near the air intake, when not directing it to the cockpit.
The computer in the turbo system ( I think ) sensed that things were too
hot and cut back the boost.
Re routing the hot air to the canopy vent cured the problem.
Just an idea, may not have any relevance to your problem
Dave A061
Message 7
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| Subject: | Stalls and spins |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
paddyclarke(at)lineone.ne wrote:
> Hi All,
> and, to answer Marks point, has a good aural warning. Just
> remember to ignore the American lady when she says 'Angle, Angle,
> PUSH !' and you're in the flare !!
Mark Burton wrote:
Yes, but it still requires you to look inside the cockpit while flying the
approach to see the AoA display. Once you get to the point of flaring you
don't need any instruments at all.
Mark, respectfully,
...if you have to look into the cockpit, it`s not an appropriate
AoA. The whole purpose is to inform, not divert.
Also on the flare, all instruments should be aural, if any, and for
monowheels the rudder had better be in neutral because the tailwheel can`t
be far behind..........
Ferg Kyle
Europa A064 914 Classic
Message 8
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| Subject: | Fuel starvation problems |
--> Europa-List message posted by: creighton smith <crouton@well.com>
It appears whatever is plugging the filters is not the conventional sort
of debris and furthermore is a similar color to the filter media thus
making it difficult to determine whether contamination exists. This
suggests a couple of remedies.
One is to replace filters on a strict time basis such as Jeff reported
with Baby Blue. Discard at 1 hr, 5hr, 25hr, and every 50hr
thereafter-perhaps at every oil change. The bothersome thing is they
can be clogged with no visual evidence apparent.
In addition, a fuel suction gauge fitted between the filter and
electric pump will give an indication of filter restriction long before
it is apparent on the fuel pressure gauge.
Creighton Smith
Europa Classic
Message 9
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| Subject: | Cliff & Betty Memorial Service |
--> Europa-List message posted by: "Bob Jacobsen" <jacobsenra@hotmail.com>
The Memorial service for Cliff & Betty Shaw is scheduled for August 16th
2:00pm at Edmonds United Methodist Church.
There is more information about the service and if you are interested two
organizations for memorial gifts posted on my website at www.galaxyhobby.com
I know that several people have mentioned a moment of silence etc for Cliff
& Betty by Europa Club members and that is a very nice thought. I wanted to
post this information so you would all have the up to date times for
planning.
I am still very sad - it is very hard to lose your best buddy after 30
years.
Bob Jacobsen
Message 10
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| Subject: | Location of compass |
When five or six years ago Andy Draper gave me a demonstration flight, the
compass fell off and rolled on the floor. It happened as we taxied back to the
hangar, but had it happened during a critical stage of the flight it could
have been potentially dangerous.
In view of this experience my strong preference is to fit the compass on top
of the instrument module, where it will be more secure. I know that some
Europa owners have gone for this option, even though the standard advice is to
keep the compass as far away as possible from other instruments, particularly
the tacho.
My question is this: have those builders who have fittted the compass on top
of the instrument module experienced unacceptably large false readings
caused by magnetic interference, or is the magnetic interference only a minor
problem?
John
XS mono G-JHKP (2000 build hours to date, panel wiring 90% complete, engine
installation next)
Message 11
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| Subject: | Location of compass |
--> Europa-List message posted by: "Karl Heindl" <kheindl@msn.com>
My compass on the instrument module gives accurate readings, but I have an
EIS instead of a tacho.
I also have a useless Avelec fuel gauge just below, and I had to modify the
mounting, because it contains iron, which was interfering with the compass.
Karl
>From: JohnDHeykoop@aol.com
>To: europa-list@matronics.com
>Subject: Europa-List: Location of compass
>Date: Thu, 3 Aug 2006 18:50:55 EDT
>
>When five or six years ago Andy Draper gave me a demonstration flight, the
>compass fell off and rolled on the floor. It happened as we taxied back to
>the
>hangar, but had it happened during a critical stage of the flight it could
>have been potentially dangerous.
>
>In view of this experience my strong preference is to fit the compass on
>top
>of the instrument module, where it will be more secure. I know that some
>Europa owners have gone for this option, even though the standard advice is
>to
>keep the compass as far away as possible from other instruments,
>particularly
>the tacho.
>
>My question is this: have those builders who have fittted the compass on
>top
>of the instrument module experienced unacceptably large false readings
>caused by magnetic interference, or is the magnetic interference only a
>minor
>problem?
>
>John
>XS mono G-JHKP (2000 build hours to date, panel wiring 90% complete, engine
>installation next)
>
Message 12
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| Subject: | Location of compass |
Hi ! John.
My compass is mounted on top of the panel on a/c centre line and I
haven't noticed any bad effect from instruments in 6 years.
Regards
Bob Harrison G-PTAG
Robt.C.Harrison
-----Original Message-----
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
JohnDHeykoop@aol.com
Sent: 03 August 2006 23:51
When five or six years ago Andy Draper gave me a demonstration flight,
the compass fell off and rolled on the floor. It happened as we taxied
back to the hangar, but had it happened during a critical stage of the
flight it could have been potentially dangerous.
In view of this experience my strong preference is to fit the compass on
top of the instrument module, where it will be more secure. I know that
some Europa owners have gone for this option, even though the standard
advice is to keep the compass as far away as possible from other
instruments, particularly the tacho.
My question is this: have those builders who have fittted the compass on
top of the instrument module experienced unacceptably large false
readings caused by magnetic interference, or is the magnetic
interference only a minor problem?
John
XS mono G-JHKP (2000 build hours to date, panel wiring 90% complete,
engine installation next)
Message 13
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| Subject: | Location of compass |
I fitted a digital fluxgate compass to the front of the roof just aft of
the windscreen. This is screwed to the roof having glassed in a plywood
base and will certainly not come loose accidentally. Any analogue
compass centrally mounted is difficult to read because of parallax
errors. I use the digital compass as a reference to update a DG so it is
only read occasionally. I also have a fluxgate feed to a RMI uEncoder.
With this set up you can mount the fluxgate unit wherever you want. I
put mine in the rear fuselage.
Nigel Charles
-----Original Message-----
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
JohnDHeykoop@aol.com
Sent: 03 August 2006 23:51
When five or six years ago Andy Draper gave me a demonstration flight,
the compass fell off and rolled on the floor. It happened as we taxied
back to the hangar, but had it happened during a critical stage of the
flight it could have been potentially dangerous.
In view of this experience my strong preference is to fit the compass on
top of the instrument module, where it will be more secure. I know that
some Europa owners have gone for this option, even though the standard
advice is to keep the compass as far away as possible from other
instruments, particularly the tacho.
My question is this: have those builders who have fittted the compass on
top of the instrument module experienced unacceptably large false
readings caused by magnetic interference, or is the magnetic
interference only a minor problem?
John
XS mono G-JHKP (2000 build hours to date, panel wiring 90% complete,
engine installation next)
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