Today's Message Index:
----------------------
1. 03:23 AM - Re: Oshkosh by air - return by Avis UPDATE (William Daniell)
2. 05:21 AM - Re: Retro Fitting MG Wings (Jim Butcher)
3. 10:03 AM - Hot Jabaru in AZ (Steve Hagar)
4. 12:04 PM - Re: Oshkosh by air - return by Avis UPDATE (Thomas Scherer)
5. 03:44 PM - Re: Oshkosh by air - return by Avis UPDATE (R.C.Harrison)
6. 08:56 PM - Oshkosh by air - return by Avis UPDATE (Fergus Kyle)
7. 10:26 PM - FW: Hot Jabaru in AZ (R.C.Harrison)
8. 10:55 PM - Wing Pip Pins (Richard Schultz)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Oshkosh by air - return by Avis UPDATE |
there was an aeroperu 757 that crashed with 150 pax off lima for exactly
the same problem
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Richard Schultz
Sent: 18 August, 2006 18:43
Subject: Europa-List: Oshkosh by air - return by Avis UPDATE
For those keeping up with the story of the engine problem.
I used my enclosed trailer to recover the aircraft from its temporary exile
in Iowa and have returned it to Houston. I had hoped that the time apart
would give the plane a chance to think about it attitude.
I was off today and finally got around to pulling the cowls and going back
through the engine fuel system one step at a time. The fuel filters, as
before were clean. Testing the pumps showed the normal amount of unregulated
fuel flow of about 5 gallons in 10 minutes. Looking at the carburetor system
for how it works the mixture. I pulled each of the vacuum lines and checked
them for holes and cracks. I also inspected the 3-way valve for any dirt or
blockage. I pulled the airbox pressure sensor and checked that it was clean
of dirt and open to the back. I then pulled the static port that plugs in
through the firewall. I was surprised to feel it stick in the firewall as I
pulled it out. Looking back through the hole I noticed a rubber tube end
facing the inside of the hole?
Not remembering adding a vent hose to the sensor end I opened the access
panel to the firewall and removed the radios from the stack to get my hands
inside the panel to see what I had done.. I found the source of my problem
attached to a 3 inch piece of tape clearly marked REMOVE BEFORE FLIGHT.
I had left the cover over the end of the static port during sanding and
painting and had made plans to remove it before installing the instrument
panel. Guess what I forgot to do! UGH I left the rubber end cap on the
static port. I guess the first 80 hours the engine was run in a lower and
cooler environment then the last part of the Oshkosh trip. The added height
and temp was enough the cause the fuel-air mixture to be too lean with the
static port plugged.
I will give the plane a good going over this weekend while I have it
stripped down as I am at the 100 hour mark and want to check every thing but
I plan to get a flight test in the early part of next week weather
permitting.
Lesson learned if you plan to do something later, ADD it to your annex E
check list so you double check you got back to it. While this had a happy
ending it could have been a lot more exciting if the power failure had been
complete and at night.
_____
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Retro Fitting MG Wings |
--> Europa-List message posted by: "Jim Butcher" <europa@triton.net>
To update this thread, we talked to Bob Berube who confirmed that the top
skin needs to be trimmed. He suggested 1/2 inch gap to the fuselage.
We still have a pretty large gap between the jigs and lift drag pin, 30 mm
at the stbd aft. But there is plenty of length on the pin, so we bonded in
three plates at the aft position on each wing. The forward pins only
required one or two plates.
The top skin will need to be trimmed to clear the flap cross tube, but the
fairings will cover that.
We didn't do the string but the measurements should ensure sweep.
Yes, the spar bushings definitely make the spar thicker. We'll have to
modify the spar cup that is attached to the stbd side of the cockpit module
as well as the one that goes on the port MG wing. We think the pip pin is
probably long enough, but will require a different number of washers than
fitted for the short wings.
Jim & Heather Butcher N241BW
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Hot Jabaru in AZ |
A friend of mine has a 6cyl Jabaru installed in a Thorpe. He has been dogged by
high oil temperatures even after several iterations of oil coolers and scoops.
There are several Europa installations out there. Has any one fought the high
temps on their Jab installation in the Europa. We have had discussions at
length on hot Rotaxes. Are there any thoughts on the hot Jabaru?
Steve Hagar
N40SH
About 9 hrs airtime on the plane
All with 2 people aboard
Next flight will be single, looking forward to enhanced takeoff performance
have never flown in a Europa with just myself aboard.
Steve Hagar
hagargs@earthlink.net
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Oshkosh by air - return by Avis UPDATE |
--> Europa-List message posted by: "Thomas Scherer" <thomas@scherer.com>
Thank you for sharing your findings.
I have developped the practice of writing right onto the airplane (wing,
cowling, windshield) with a felt pen and erase with acetone after completing
the task.
be well,
<Thomas, N81EU>
----- Original Message -----
From: "Ralph Hallett" <n100rh@sbcglobal.net>
Sent: Friday, August 18, 2006 5:17 PM
Subject: Re: Europa-List: Oshkosh by air - return by Avis UPDATE
> --> Europa-List message posted by: Ralph Hallett <n100rh@sbcglobal.net>
>
> Richard,
> Thanks for the follow up! Maybe, maybe you can keep me from doing the
> same... ;)
>
> Ralph
>
>
> Richard Schultz wrote:
>>
>> For those keeping up with the story of the engine problem.
>>
>> I used my enclosed trailer to recover the aircraft from its temporary
>> exile in Iowa and have returned it to Houston. I had hoped that the time
>> apart would give the plane a chance to think about it attitude.
>>
>> I was off today and finally got around to pulling the cowls and going
>> back through the engine fuel system one step at a time. The fuel filters,
>> as before were clean. Testing the pumps showed the normal amount of
>> unregulated fuel flow of about 5 gallons in 10 minutes. Looking at the
>> carburetor system for how it works the mixture. I pulled each of the
>> vacuum lines and checked them for holes and cracks. I also inspected the
>> 3-way valve for any dirt or blockage. I pulled the airbox pressure sensor
>> and checked that it was clean of dirt and open to the back. I then pulled
>> the static port that plugs in through the firewall. I was surprised to
>> feel it stick in the firewall as I pulled it out. Looking back through
>> the hole I noticed a rubber tube end facing the inside of the hole?
>>
>> Not remembering adding a vent hose to the sensor end I opened the access
>> panel to the firewall and removed the radios from the stack to get my
>> hands inside the panel to see what I had done. I found the source of my
>> problem attached to a 3 inch piece of tape clearly marked REMOVE BEFORE
>> FLIGHT.
>>
>> I had left the cover over the end of the static port during sanding and
>> painting and had made plans to remove it before installing the instrument
>> panel. Guess what I forgot to do! UGH I left the rubber end cap on the
>> static port. I guess the first 80 hours the engine was run in a lower and
>> cooler environment then the last part of the Oshkosh trip. The added
>> height and temp was enough the cause the fuel-air mixture to be too lean
>> with the static port plugged.
>>
>> I will give the plane a good going over this weekend while I have it
>> stripped down as I am at the 100 hour mark and want to check every thing
>> but I plan to get a flight test in the early part of next week weather
>> permitting.
>>
>> Lesson learned if you plan to do something later, ADD it to your annex E
>> check list so you double check you got back to it. While this had a happy
>> ending it could have been a lot more exciting if the power failure had
>> been complete and at night.
>>
>> ------------------------------------------------------------------------
>> *
>>
>>
>> *
>
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Oshkosh by air - return by Avis UPDATE |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@tiscali.co.uk>
Hi! Not Acetone on the windshield please unless you want it dissolved !
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Thomas
Scherer
Sent: 19 August 2006 20:03
Subject: Re: Europa-List: Oshkosh by air - return by Avis UPDATE
--> Europa-List message posted by: "Thomas Scherer" <thomas@scherer.com>
Thank you for sharing your findings.
I have developped the practice of writing right onto the airplane (wing,
cowling, windshield) with a felt pen and erase with acetone after
completing
the task.
be well,
<Thomas, N81EU>
----- Original Message -----
From: "Ralph Hallett" <n100rh@sbcglobal.net>
Sent: Friday, August 18, 2006 5:17 PM
Subject: Re: Europa-List: Oshkosh by air - return by Avis UPDATE
> --> Europa-List message posted by: Ralph Hallett
<n100rh@sbcglobal.net>
>
> Richard,
> Thanks for the follow up! Maybe, maybe you can keep me from doing the
> same... ;)
>
> Ralph
>
>
> Richard Schultz wrote:
>>
>> For those keeping up with the story of the engine problem.
>>
>> I used my enclosed trailer to recover the aircraft from its temporary
>> exile in Iowa and have returned it to Houston. I had hoped that the
time
>> apart would give the plane a chance to think about it attitude.
>>
>> I was off today and finally got around to pulling the cowls and going
>> back through the engine fuel system one step at a time. The fuel
filters,
>> as before were clean. Testing the pumps showed the normal amount of
>> unregulated fuel flow of about 5 gallons in 10 minutes. Looking at
the
>> carburetor system for how it works the mixture. I pulled each of the
>> vacuum lines and checked them for holes and cracks. I also inspected
the
>> 3-way valve for any dirt or blockage. I pulled the airbox pressure
sensor
>> and checked that it was clean of dirt and open to the back. I then
pulled
>> the static port that plugs in through the firewall. I was surprised
to
>> feel it stick in the firewall as I pulled it out. Looking back
through
>> the hole I noticed a rubber tube end facing the inside of the hole?
>>
>> Not remembering adding a vent hose to the sensor end I opened the
access
>> panel to the firewall and removed the radios from the stack to get my
>> hands inside the panel to see what I had done.. I found the source of
my
>> problem attached to a 3 inch piece of tape clearly marked REMOVE
BEFORE
>> FLIGHT.
>>
>> I had left the cover over the end of the static port during sanding
and
>> painting and had made plans to remove it before installing the
instrument
>> panel. Guess what I forgot to do! UGH I left the rubber end cap on
the
>> static port. I guess the first 80 hours the engine was run in a lower
and
>> cooler environment then the last part of the Oshkosh trip. The added
>> height and temp was enough the cause the fuel-air mixture to be too
lean
>> with the static port plugged.
>>
>> I will give the plane a good going over this weekend while I have it
>> stripped down as I am at the 100 hour mark and want to check every
thing
>> but I plan to get a flight test in the early part of next week
weather
>> permitting.
>>
>> Lesson learned if you plan to do something later, ADD it to your
annex E
>> check list so you double check you got back to it. While this had a
happy
>> ending it could have been a lot more exciting if the power failure
had
>> been complete and at night.
>>
>>
------------------------------------------------------------------------
>> *
>>
>>
>> *
>
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Oshkosh by air - return by Avis UPDATE |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Time: 04:44:41 PM PST US
From: "Richard Schultz" <Rschultz5@houston.rr.com>
Subject: Europa-List: Oshkosh by air - return by Avis UPDATE
"For those keeping up with the story of the engine problem.
I used my enclosed trailer to recover the aircraft from its temporary
exile
in Iowa and have returned it to Houston. I had hoped that the time apart
would give the plane a chance to think about it attitude.
I was off today and finally got around to pulling the cowls and going back
through the engine fuel system one step at a time. The fuel filters, as
before were clean. Testing the pumps showed the normal amount of unregulated
fuel flow of about 5 gallons in 10 minutes. Looking at the carburetor system
for how it works the mixture. I pulled each of the vacuum lines and checked
them for holes and cracks. I also inspected the 3-way valve for any dirt or
blockage. I pulled the airbox pressure sensor and checked that it was clean
of dirt and open to the back. I then pulled the static port that plugs in
through the firewall. I was surprised to feel it stick in the firewall as I
pulled it out. Looking back through the hole I noticed a rubber tube end
facing the inside of the hole?
Not remembering adding a vent hose to the sensor end I opened the access
panel to the firewall and removed the radios from the stack to get my hands
inside the panel to see what I had done.. I found the source of my problem
attached to a 3 inch piece of tape clearly marked REMOVE BEFORE FLIGHT.
I had left the cover over the end of the static port during sanding and
painting and had made plans to remove it before installing the instrument
panel. Guess what I forgot to do! UGH I left the rubber end cap on the
static port. I guess the first 80 hours the engine was run in a lower and
cooler environment then the last part of the Oshkosh trip. The added height
and temp was enough the cause the fuel-air mixture to be too lean with the
static port plugged.
I will give the plane a good going over this weekend while I have it
stripped down as I am at the 100 hour mark and want to check every thing but
I plan to get a flight test in the early part of next week weather
permitting.
Lesson learned if you plan to do something later, ADD it to your annex E
check list so you double check you got back to it. While this had a happy
ending it could have been a lot more exciting if the power failure had been
complete and at night."
Richard,
This perhaps not everybody's best idea (and too late for those
already built) but:
Anywhere in the build manual where I have not carried out the
instruction to the letter (saving distortion nuts till later or whatever) I
have put a red dot on the outer top corner of the sheet and a red line
opposite the applicable direction - so that in review I can scan through the
manual and correct the installation to its final state, put an 'X' throught
the red dot, initial and date the correction, and annotate the applicable
sentence.
Then I ran a notice on the title page, describing this process for the
examiner and any one else, so that it became an intrinsic part of the build.
The Binx nuts were a typical sample.
Ferg Kyle
Europa A064 914 Classic
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Hot Jabaru in AZ |
-----Original Message-----
From: R.C.Harrison [mailto:ptag.dev@tiscali.co.uk]
Sent: 19 August 2006 23:42
Subject: RE: Europa-List: Hot Jabaru in AZ
Hi! Steve
Please advise him that he must have a dedicated and closed duct to
intake the oil cooling air down through and under the sump fins and be
ducted through the oil cooler to exhaust overboard at the rear of the
cowl.
Also he must not have more than half level of oil on the dip stick with
the engine horizontal.
Please have him visit the Europa support web page at :- www.crix.org.uk
<http://www.crix.org.uk/> click on to " Bob Harrison's Europa G-PTAG "
then scroll down to "oil cooler"
I have done some more oil circuitry which allows me to control the oil
through the cooler and I find I don't actually need the cooler in
circuit except with ambient over 30 deg. and perhaps on a sustained
climb or a "go round". I have also made provision for the oil cooler
air to be used for cabin heat or exhausted into the cowl top to assist
down flow of general cooling air. BTW I may be about to change to a
Rotax 914!
Regards
Bob Harrison G-PTAG Europa MKI/Jabiru 3300 ..600 hours but grounded due
to nose wheel departure on landing.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Steve Hagar
Sent: 20 August 2006 18:07
Subject: Europa-List: Hot Jabaru in AZ
A friend of mine has a 6cyl Jabaru installed in a Thorpe. He has been
dogged by high oil temperatures even after several iterations of oil
coolers and scoops. There are several Europa installations out there.
Has any one fought the high temps on their Jab installation in the
Europa. We have had discussions at length on hot Rotaxes. Are there
any thoughts on the hot Jabaru?
Steve Hagar
N40SH
About 9 hrs airtime on the plane
All with 2 people aboard
Next flight will be single, looking forward to enhanced takeoff
performance
have never flown in a Europa with just myself aboard.
Steve Hagar
hagargs@earthlink.net
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Is there a US source for the AVK BLS4R11N wing pip pins? I misplaced one
during my recover efforts and am on the prowl for a local (quick) source
I have tried to sort a match and the only thing close the company wants min
order of 500. A few more then I currently need.
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|