Europa-List Digest Archive

Fri 08/04/06


Total Messages Posted: 7



Today's Message Index:
----------------------
 
     1. 08:05 AM - Re: Stalls and spins (willie.harrison@tinyonline.co.uk)
     2. 08:05 AM - Navaid (Paul Stewart)
     3. 09:11 AM - Re: Stalls and spins (Vaughn & Gaye Teegarden)
     4. 01:24 PM - Re: engine failure due to filters (nigel charles)
     5. 02:14 PM - Re: engine failure due to filters (Peter Rees)
     6. 04:50 PM - Re: engine failure due to filters (R.C.Harrison)
     7. 06:45 PM - Re: Oshkosh by air - return by Avis (SPurpura@aol.com)
 
 
 


Message 1


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    Time: 08:05:47 AM PST US
    From: willie.harrison@tinyonline.co.uk
    Subject: Stalls and spins
    --> Europa-List message posted by: willie.harrison@tinyonline.co.uk It seems to me that everyone is right - it doesn't matter how you stay alert to the possibility of one or both wings stalling, if you let them, so long as you really do stay alert and maintain a safe margin at all times. Alert is the operative word. I'm sure we have all been reminded by this tragedy that stall/spin is a common killer and it could happen to any of us if we let it. The one specific thing I'd like to share was an incident ages ago when I stalled a Jodel from 30 feet due to windshear at Audley End (which can be very fickle if the wind is coming straight over the top of the hill). One moment I had an approach airspeed of 50kts, and the next it was 30 and I was falling not flying. Fortunately that aircraft had loads of washout on the wing so at least I came down the right way up. Willie Harrison G-BZNY - about to get a dose of Mod 66 following breakage of gas strut attachment lug... ___________________________________________________________ Tiscali Broadband from 14.99 with free setup! http://www.tiscali.co.uk/products/broadband/


    Message 2


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    Time: 08:05:47 AM PST US
    From: Paul Stewart <europa@pstewart.f2s.com>
    Subject: Navaid
    --> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com> Anyone interfaced a Navaid wing leveler with a BMA EFIS 1? Paul G-GIDY


    Message 3


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    Time: 09:11:19 AM PST US
    From: "Vaughn & Gaye Teegarden" <n914va@bvunet.net>
    Subject: Re: Stalls and spins
    --> Europa-List message posted by: "Vaughn & Gaye Teegarden" <n914va@bvunet.net> I have had the opposite problem on landing. Rolling out at about 40 knots when a sudden head on wind gust put me at flying speed. The Tomahawk immediately jumped up to about 20' above the runway. Had my instructor not drilled into me to never take my hand off the throttle while doing maneuvers, I would have fallen like a rock when the gust just as suddenly ceased. Because I had the throttle full on at the top of this sudden climb, I was able to do a go around and make a proper landing. If my hand was not on the throttle, the time lag would no doubt have resulted in an unpleasant flying day. We should all try to never develop bad habits or get lazy when it comes to flying about in a really unforgiving 3D medium.Our asses truly depend on it. Vaughn Teegarden N914VA (It will fly this century) ----- Original Message ----- Sent: Friday, August 04, 2006 6:22 AM > --> Europa-List message posted by: willie.harrison@tinyonline.co.uk > > It seems to me that everyone is right - it doesn't matter how you stay > alert > to the possibility of one or both wings stalling, if you let them, so long > as you really do stay alert and maintain a safe margin at all times. Alert > is the operative word. I'm sure we have all been reminded by this tragedy > that stall/spin is a common killer and it could happen to any of us if we > let it. > > The one specific thing I'd like to share was an incident ages ago when I > stalled a Jodel from 30 feet due to windshear at Audley End (which can be > very fickle if the wind is coming straight over the top of the hill). One > moment I had an approach airspeed of 50kts, and the next it was 30 and I > was falling not flying. Fortunately that aircraft had loads of washout on > the wing so at least I came down the right way up. > > Willie Harrison > G-BZNY - about to get a dose of Mod 66 following breakage of gas strut > attachment > lug... > > > ___________________________________________________________ > > Tiscali Broadband from 14.99 with free setup! > http://www.tiscali.co.uk/products/broadband/ > > >


    Message 4


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    Time: 01:24:21 PM PST US
    From: "nigel charles" <nwcmc@tiscali.co.uk>
    Subject: engine failure due to filters
    --> Europa-List message posted by: "nigel charles" <nwcmc@tiscali.co.uk> Having followed the air filter blockage discussion over the last few years I would like to offer the following as a summary of what has been learnt so far and what I think can be done to minimise the problem. 1. There are two main types of blockage. a. That due to swarf from tank drilling. b. That due to fuel impurities. 2. The swarf problem once solved, should not reoccur but even better not to have it in the first place. This is not an easy task because it is difficult to see and it tends to stick to the tank initially due to static charge. To minimise the spread of any swarf, first place the tank so any drilling is done from underneath. This stops the swarf falling away from the hole. Drill slowly to avoid the swarf being thrown away from the hole. When drilling is complete wipe the swarf around the hole back through the hole with your finger. If holes are drilled in the top of the tank for fuel quantity senders there is access to use a pipe on the end of a vacuum cleaner hose to suck out any remaining swarf. As a final measure the tank can be rinsed out with water. Before connecting up the fuel piping forward of the firewall use the electrical pump to empty the tank several times to catch any contamination before any engine runs. This can also be combined with calibrating the tank contents. Also check the filters/gascolator for contamination after each engine run. Taxi checks will also help to shake the fuel around to dislodge any remaining swarf. 3. Choice of filters or gascolators. The standard filters will not collect much swarf before they block up. Larger filters help but a gascolator is better still. A gascolator also provides an extra water trap and the filter used in the Andair gascolator is fine enough to prevent water passing through. Removing, emptying and cleaning/replacing filters is more difficult with inline filters than gascolators. It is also easier to incorporate gascolators into a rigid pipe system. Remember that any rubber hose used should be replaced every 5 years. Rigid pipework is lighter and a fit and forget system. 4. The only reported case of an Andair gascolator blocking is due to fuel impurities sticking to the filter. The risk of this is minimised if fuel is bought from sources with high turnover such as supermarket filling stations. Another protection measure is to pour the fuel through a 'Mr Funnel' funnel. This uses the same type of filter element as the Andair gascolator so should prevent any contaminant getting through to the gascolator. 5. Removing the gascolator bowl after each flight initially, reducing to after each service once hours have been accumulated will show up if any swarf has been missed. Different versions of the Andair gascolator have different means of attaching the bowl. The bayonet fit version is the most difficult to remove and refit due to the tight tolerances of the parts and the seal. This is made easier with a smear of grease between the parts in the region of the seal before refitting. I hope this list of points is of help, particularly for those of you still building. There may be some more tips others can add to this list. Regards Nigel Charles


    Message 5


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    Time: 02:14:30 PM PST US
    From: "Peter Rees" <peter.rees01@tiscali.co.uk>
    Subject: Re: engine failure due to filters
    --> Europa-List message posted by: "Peter Rees" <peter.rees01@tiscali.co.uk> Nigel - Thanks for your words on engine failures - in the early days of us flying it G-MFHI suffered a partial engine failure - the trouble was isolated to the filter being clogged with fibers. I presume that these were latent from when the AC was built - I guess at the time of the failure, the filters were the original ones and the logbook had about 30 hours or so (we didn't build the AC so can't say for sure but the logbooks show no record of them being changed). Some 150 hours later, we're still forced to change the filters very regularly (we clean them about ever 5 flight hours!) - we're getting small brown particles coming though and being trapped by the filters. We're at something of a loss as to what these particles are - we've changed all of the fuel pipes from the filters backwards. The only hose that hasn't been touched since new is the filler hose. Have you heard any instances of this hose breaking down and edpositing bits into the fuel? Do you think that as a matter of course, given that this hose is some 10 years old now, replace it. If so, any suggestions of the best solution - Europa are unable to supply one and have no interest in doing so. Any comments / suggestions would be most welcome. Peter


    Message 6


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    Time: 04:50:26 PM PST US
    From: "R.C.Harrison" <ptag.dev@tiscali.co.uk>
    Subject: engine failure due to filters
    --> Europa-List message posted by: "R.C.Harrison" <ptag.dev@tiscali.co.uk> Hi! Nigel I'd also seek to remind everyone about the need to ensure that the exit hole drillings through the tank connectors are expanded at their intersection, a check which needs the finger filters removed and replaced. I also can confirm that I use a Mini Andair gascolator and find it to be excellent and without fault, cleaning it's filter at every service reveals only the most slight contamination. On Peter Rees problem ......is the filler pipe on your aircraft the original early one? There was a mandatory change of filler pipes and I wonder if yours slipped the net? Regards Bob Harrison G-PTAG -----Original Message----- [mailto:owner-europa-list-server@matronics.com] On Behalf Of nigel charles Sent: 04 August 2006 21:19 --> Europa-List message posted by: "nigel charles" <nwcmc@tiscali.co.uk> Having followed the air filter blockage discussion over the last few years I would like to offer the following as a summary of what has been learnt so far and what I think can be done to minimise the problem. 1. There are two main types of blockage. a. That due to swarf from tank drilling. b. That due to fuel impurities. 2. The swarf problem once solved, should not reoccur but even better not to have it in the first place. This is not an easy task because it is difficult to see and it tends to stick to the tank initially due to static charge. To minimise the spread of any swarf, first place the tank so any drilling is done from underneath. This stops the swarf falling away from the hole. Drill slowly to avoid the swarf being thrown away from the hole. When drilling is complete wipe the swarf around the hole back through the hole with your finger. If holes are drilled in the top of the tank for fuel quantity senders there is access to use a pipe on the end of a vacuum cleaner hose to suck out any remaining swarf. As a final measure the tank can be rinsed out with water. Before connecting up the fuel piping forward of the firewall use the electrical pump to empty the tank several times to catch any contamination before any engine runs. This can also be combined with calibrating the tank contents. Also check the filters/gascolator for contamination after each engine run. Taxi checks will also help to shake the fuel around to dislodge any remaining swarf. 3. Choice of filters or gascolators. The standard filters will not collect much swarf before they block up. Larger filters help but a gascolator is better still. A gascolator also provides an extra water trap and the filter used in the Andair gascolator is fine enough to prevent water passing through. Removing, emptying and cleaning/replacing filters is more difficult with inline filters than gascolators. It is also easier to incorporate gascolators into a rigid pipe system. Remember that any rubber hose used should be replaced every 5 years. Rigid pipework is lighter and a fit and forget system. 4. The only reported case of an Andair gascolator blocking is due to fuel impurities sticking to the filter. The risk of this is minimised if fuel is bought from sources with high turnover such as supermarket filling stations. Another protection measure is to pour the fuel through a 'Mr Funnel' funnel. This uses the same type of filter element as the Andair gascolator so should prevent any contaminant getting through to the gascolator. 5. Removing the gascolator bowl after each flight initially, reducing to after each service once hours have been accumulated will show up if any swarf has been missed. Different versions of the Andair gascolator have different means of attaching the bowl. The bayonet fit version is the most difficult to remove and refit due to the tight tolerances of the parts and the seal. This is made easier with a smear of grease between the parts in the region of the seal before refitting. I hope this list of points is of help, particularly for those of you still building. There may be some more tips others can add to this list. Regards Nigel Charles


    Message 7


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    Time: 06:45:27 PM PST US
    From: SPurpura@aol.com
    Subject: Re: Oshkosh by air - return by Avis
    Sounds like vapor lock, how well are yor fuel lines insulated? I had a similar problem with my 914 and wrapping the fuel lines was the fix.




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