Today's Message Index:
----------------------
1. 07:51 AM - Re: 914 OIL PRESSURE (Simon Smith)
2. 08:48 AM - Re: 914 OIL PRESSURE (Peter Zutrauen)
3. 09:31 AM - Re: Re: Taildragger conversion (GLENN CROWDER)
4. 09:35 AM - Re: 914 OIL PRESSURE ()
5. 11:18 AM - Re: 914 OIL PRESSURE (Graham Singleton)
6. 02:12 PM - Re: Re: Copper Washers (Horizonspace@aol.com)
7. 03:52 PM - Re: Re: Taildragger conversion battery position. (Duncan & Ami McFadyean)
8. 04:26 PM - Re: 914 OIL PRESSURE (SPurpura@aol.com)
9. 05:09 PM - Re: Re: Taildragger conversion battery position. (Graham Singleton)
10. 05:18 PM - Re: 914 OIL PRESSURE (Graham Singleton)
11. 05:36 PM - M10-AN-6 was Copper Washers (rlborger)
12. 08:36 PM - Re: M10-AN-6 was Copper Washers (Horizonspace@aol.com)
13. 09:23 PM - Re: Re: Taildragger conversion (Fred Klein)
Message 1
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| Subject: | 914 OIL PRESSURE |
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
>Can't see why Rotax don;t specify remote, what do they do
>on certified 91x installations?
I looked at a CofA Tecnam in our hangar today. The sender is mounted direct
to the engine as normal.
Simon
Message 2
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| Subject: | 914 OIL PRESSURE |
--> Europa-List message posted by: "Peter Zutrauen" <peterz@zutrasoft.com>
.... and was also a common problem (symptom = false high oil pressure) on the cert'd
Kanata I trained on.
-----Original Message-----
From: owner-europa-list-server@matronics.com on behalf of Simon Smith
Sent: Tue 10/10/2006 7:50 AM
To: europa-list@matronics.com
Cc:
Subject: RE: Europa-List: 914 OIL PRESSURE
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
>Can't see why Rotax don;t specify remote, what do they do
>on certified 91x installations?
I looked at a CofA Tecnam in our hangar today. The sender is mounted direct
to the engine as normal.
Simon
Message 3
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| Subject: | Re: Taildragger conversion |
--> Europa-List message posted by: "GLENN CROWDER" <gcrowder2@hotmail.com>
Hey Fred!
I really think your'e getting all concerned over nothing. With the 18 lb
tire pressure
and the outriggers at the right height so all four wheels are solidly on the
ground
when taxiing, the mono has very sweet handling on takeoff and landing. I
think a
lot of pilots have trouble with the mono because of a combination of too
high a
tire pressure and too short an outrigger length letting the plane sway from
side to
side on an imperfect touchdown.
I had a landing the other day with a passenger and 18 mph crosswinds and
it set
down just beautifully with no swerving. I prefer the standard Cessna
technique of
cross controlling down short final with the windward wing dipped holding
opposite rudder to line up with the runway. The tail touched first, then
the
outrigger, followed immediately by the main. There is a "zone of stability"
I think
with the mono that I have not seen with other taildraggers. I just rode
with a
buddy in a Mustang II and there was a fair bit of wild fishtailing right
after touch
down even with no wind that I just don't get with the mono. Maybe I'm just
a super pilot (yeah thats it!) but probably not as I came from flying a 172.
The only time you really have to watch it on the mono is if you raise the
tail
too soon with a port side crosswind. The plane will veer to the left but
still
catchable with the rudder if you raise the tail too soon but you might
easily need
all of it. The solution of course is to keep the tail down longer and raise
it slowly.
This behaviour is very common in any taildragger of course.
Glenn
>From: Fred Klein <fklein@orcasonline.com>
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Re: Taildragger conversion battery position.
>Date: Mon, 9 Oct 2006 10:50:31 -0700
>
>--> Europa-List message posted by: Fred Klein <fklein@orcasonline.com>
>
>Phil...Have you checked out the Flight Crafters taildragger mod?...it uses
>a one piece metal gear which attaches externally and is faired into the
>bottom of the fuselage; it can be retrofitted into a completed Europa; I'd
>suggest emailing or talking w/ Bob Berube @ bberube@tampabay.rr.com. I have
>a series of photos from Bob showing the sequence of installation; let me
>know and I can send you them off-list.
>
>I expect to receive soon the plans and hardware which would allow me to
>easily convert my XS mono to taildragger configuration at some later date.
>At this moment I am undecided as to whether I will complete my bird as a
>mono...may just go ahead now w/ the TD'r.
>
>Fred
>A194
>
>
>On Monday, October 9, 2006, at 05:50 AM, flyingphil2 wrote:
>
>>--> Europa-List message posted by: "flyingphil2" <ptiller@lolacars.com>
>>
>>Graham,
>>
>>Oh really? I'll check that out. I tend to agree about the carbon hoop
>>being too stiff and I'm rebuilding G-SYCO that was written off due to an
>>accident involving a broken leg. I think the taildragger mod is a really
>>nice design but the stiffness of the leg and lack of availability mean
>>that it has some downsides. I wonder if the Swiss mod could be developed
>>with a new hoop with reduced stiffness? The alternative that you suggest
>>sounds promising. Apparently Europa were thinking about developing a mod
>>but nothing was ever produced. I wonder what their solution would have
>>been?
>>
>>Regards,
>>
>>Phil
>>
>>
>>
>>
>>
>>
>>Visit - www.EuropaOwners.org
>>http://www.europaowners.org/viewtopic.php?p=12915#12915
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>--
>>This message has been scanned for viruses and
>>dangerous content by MailScanner, and is
>>believed to be clean.
>>
>
>
Message 4
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| Subject: | 914 OIL PRESSURE |
--> Europa-List message posted by: <rparigor@suffolk.lib.ny.us>
For what it's worth, I talked to Ed from UMA, and they use VDO senders for
most of their oil pressure instruments (except perhaps the electronic),
the part number would include a "V" in it.
Anyway he said they are troublesome if mounted on the motor. He recommends
remote mounting, and using a .015" or .010" restrictor close to the
engine.
He likes .010" but OP will take a while to build upon first start up.
Ron Parigoris
Message 5
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| Subject: | Re: 914 OIL PRESSURE |
--> Europa-List message posted by: Graham Singleton <grahamsingleton@btinternet.com>
Ron
that approach sounds sensible to me
Graham
rparigor@suffolk.lib.ny.us wrote:
>--> Europa-List message posted by: <rparigor@suffolk.lib.ny.us>
>
>For what it's worth, I talked to Ed from UMA, and they use VDO senders for
>most of their oil pressure instruments (except perhaps the electronic),
>the part number would include a "V" in it.
>
>Anyway he said they are troublesome if mounted on the motor. He recommends
>remote mounting, and using a .015" or .010" restrictor close to the
>engine.
>
>He likes .010" but OP will take a while to build upon first start up.
>
>Ron Parigoris
>
>
Message 6
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| Subject: | Re: Copper Washers |
Bob,
If the AN-4 banjos will not work for you, I just thought of another
possibility. Perhaps you can replace the banjos with straight M10 to AN-6 adapters
and attach the fuel lines with 90 degrees AN-6 swivel fittings.
Just a thought,
Tam
In a message dated 10/6/2006 8:39:33 P.M. Central Daylight Time,
rlborger@mac.com writes:
Tam:
You commented:
We evaluated using AN banjos and here are our findings:
The Rotax banjo fittings are for use with M10x1x19 banjo bolts per Rotax
parts manual. You can buy the 10mm banjos with AN-4 flared attachments
from
Summit Racing under the Aeroquip or Earl brand. The washers are 10mm
"crush
washers". You can get them from Lockwood or you can get aluminum ones
from
Summit. After all the research, we decided against this mod for the
following
reason. The AN-4 ID is 4.35mm while the OEM banjo ID is 5.85mm. The mod
would
reduce the ID by over 25%. The effects to the overall performance is
unknown but we do not want to find out the hard way. Perhaps you can ask
Lockwood when you attend the maintenance course and report back.
I was going to make exactly that measurement tomorrow when I get back to the
Europa.
That seems significant. As I said, I wasn't going to replace the fittings
until after my Rotax 9xx class in December and I had an OK from Lockwood in
any case. I will report back after I have spoken with the Lockwood folks.
I still need to get up to meet you folks one of these weekends.
Thanks for the comments and information,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
_http://www.europaowners.org/N914XL_ (http://www.europaowners.org/N914XL)
Message 7
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| Subject: | Re: Taildragger conversion battery position. |
--> Europa-List message posted by: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Stefan Rouvenet in Switzerland developed and flew a leg that was constructed
from glass. But it was too 'soggy'.
Duncan McF
>> --> Europa-List message posted by: "flyingphil2" <ptiller@lolacars.com>
>>
>> Graham,
>>
>> Oh really? I'll check that out. I tend to agree about the carbon hoop
>> being too stiff and I'm rebuilding G-SYCO that was written off due to an
>> accident involving a broken leg. I think the taildragger mod is a really
>> nice design but the stiffness of the leg and lack of availability mean
>> that it has some downsides. I wonder if the Swiss mod could be developed
>> with a new hoop with reduced stiffness? The alternative that you suggest
>> sounds promising. Apparently Europa were thinking about developing a mod
>> but nothing was ever produced. I wonder what their solution would have
>> been?
>>
>> Regards,
>>
>> Phil
Message 8
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| Subject: | Re: 914 OIL PRESSURE |
I found the Rotax replacement part priced at $220.00 a bit ridiculus for an
automotive sensor.NAPA auto parts catalog has a oil pressure sending unit for
marine applications,several similar to choose from,(single wire,120psi & 1/8"
pipe threads) for $18.00,so I ordered 1.
I'll post how it came out.
Message 9
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| Subject: | Re: Taildragger conversion battery position. |
--> Europa-List message posted by: Graham Singleton <grahamsingleton@btinternet.com>
A couple of thousand folks have flown legs made of S glass on EZs with
no problem at all. Stefan had a very steep learning curve and AFAIK
didn't quite make it over the top.I have to say though that his BMW
engine had a lot to do with that.
Graham
Duncan & Ami McFadyean wrote:
> --> Europa-List message posted by: "Duncan & Ami McFadyean"
> <ami@mcfadyean.freeserve.co.uk>
>
> Stefan Rouvenet in Switzerland developed and flew a leg that was
> constructed
> from glass. But it was too 'soggy'.
>
> Duncan McF
>
>
>>> --> Europa-List message posted by: "flyingphil2" <ptiller@lolacars.com>
>>>
>>> Graham,
>>>
>>> Oh really? I'll check that out. I tend to agree about the carbon hoop
>>> being too stiff and I'm rebuilding G-SYCO that was written off due
>>> to an
>>> accident involving a broken leg. I think the taildragger mod is a
>>> really
>>> nice design but the stiffness of the leg and lack of availability mean
>>> that it has some downsides. I wonder if the Swiss mod could be
>>> developed
>>> with a new hoop with reduced stiffness? The alternative that you
>>> suggest
>>> sounds promising. Apparently Europa were thinking about developing
>>> a mod
>>> but nothing was ever produced. I wonder what their solution would have
>>> been?
>>>
>>> Regards,
>>>
>>> Phil
>>
>
>
Message 10
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| Subject: | Re: 914 OIL PRESSURE |
--> Europa-List message posted by: Graham Singleton <grahamsingleton@btinternet.com>
Have a good search round for the right fittings to connect it. It should
be easy but they do tend to put obstacles in your way!
Graham
SPurpura@aol.com wrote:
> I found the Rotax replacement part priced at $220.00 a bit ridiculus
> for an automotive sensor.NAPA auto parts catalog has a oil pressure
> sending unit for marine applications,several similar to choose
> from,(single wire,120psi & 1/8" pipe threads) for $18.00,so I ordered 1.
> I'll post how it came out.
>
>*
>
>
>*
>
Message 11
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| Subject: | M10-AN-6 was Copper Washers |
Tam,
For those unfamiliar with the issue, I am trying to replace the hose
barb banjo fittings on the fuel pressure regulator with a proper AN
fitting. The results of my comparison of the AN-4 Banjo fitting to
the existing Banho Hose Barb are posted on my build site ( http://
www.europaowners.org/N914XL/ ) last album. They are not
encouraging. Tam has another idea.
Tam wrote:
If the AN-4 banjos will not work for you, I just thought of another
possibility. Perhaps you can replace the banjos with straight M10 to
AN-6
adapters and attach the fuel lines with 90 degrees AN-6 swivel fittings.
OK, sounds good. The AN-6 sure will supply the fuel. But I'm not
familiar with the M10 to AN-6 fitting. Do you have a source for
them? Do I go back to the Race Supply Shop?
I assume that the AN-6 90 degree swivel fitting is on the hose end?
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(85%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, outrigger mod in,
Fuselage Top on, lift/drag/flap pins in, wing incidence set, tie bar
in, flap drive in, Mod 70 done. Baggage bay in. Flaps & Main Gear
complete. Working in - 24 Instrument Panel, 25 Electrical, 30 Fuel
System, 32 Tail, 34 Door Latches & 35 Doors, 37 Finishing. Airmaster
arrived 29 Sep 05. Seat arrived from Oregon Aero. E04 interior kit
has arrived. Preparing for ROTAX 914 installation.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
Message 12
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| Subject: | Re: M10-AN-6 was Copper Washers |
Bob,
You can find the M10x1.0 to AN-6 adapter at anplumbing.com part number
991953. It's designated as "Carburetor Adapter Weber". Be sure to get the
M10x1.0 not M10x1.25 or any other pitch. As for the 90 deg swivel, it is a hose
end fitting allowing you to mate your fuel hose to the AN fitting. What you
need to buy would depend on the type of hose that you are planning to use. We
prefer the "push on" kind. No clamps, no braids to deal with. You can get
them at the same website or at summitracing.com
One other note. We are not sure if the adapter/hose end fitting stack-up
would clear the airbox pressure solenoid assembly since the 90 deg fitting has
a radius to it. If there is enough room in your installation for hose bend,
you may not need to use the 90 deg fitting. You also have the option of
using a 45 deg fitting.
In a message dated 10/10/2006 7:37:08 P.M. Central Daylight Time,
rlborger@mac.com writes:
Tam,
For those unfamiliar with the issue, I am trying to replace the hose barb
banjo fittings on the fuel pressure regulator with a proper AN fitting. The
results of my comparison of the AN-4 Banjo fitting to the existing Banho Hose
Barb are posted on my build site ( _http://www.europaowners.org/N914XL/_
(http://www.europaowners.org/N914XL/) ) last album. They are not encouraging.
Tam has another idea.
Tam wrote:
If the AN-4 banjos will not work for you, I just thought of another
possibility. Perhaps you can replace the banjos with straight M10 to AN-6
adapters and attach the fuel lines with 90 degrees AN-6 swivel fittings.
OK, sounds good. The AN-6 sure will supply the fuel. But I'm not familiar
with the M10 to AN-6 fitting. Do you have a source for them? Do I go back
to the Race Supply Shop?
I assume that the AN-6 90 degree swivel fitting is on the hose end?
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
_http://www.europaowners.org/N914XL_ (http://www.europaowners.org/N914XL)
(85%) tail kit done, wings closed, cockpit module installed, pitch system
in, landing gear frame in, rudder system in, outrigger mod in, Fuselage Top on,
lift/drag/flap pins in, wing incidence set, tie bar in, flap drive in, Mod
70 done. Baggage bay in. Flaps & Main Gear complete. Working in - 24
Instrument Panel, 25 Electrical, 30 Fuel System, 32 Tail, 34 Door Latches & 35
Doors, 37 Finishing. Airmaster arrived 29 Sep 05. Seat arrived from Oregon
Aero. E04 interior kit has arrived. Preparing for ROTAX 914 installation.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
Message 13
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| Subject: | Re: Taildragger conversion |
--> Europa-List message posted by: Fred Klein <fklein@orcasonline.com>
Glenn,
Your thoughtful and descriptive narrative is much
appreciated...particularly your emphasis on the outrigger lengths and
tire pressure and your description of that "zone of stability". I
logged 70 hours learning to fly in a Cub plus 560 hrs in my Stinson
108. I feel very comfortable w/ taildraggers and love to cross control
and just nail the upwind wheel to the runway in a crosswind. I'm
reluctant to discard all the excellent (and expensive!) Europa mono
hardware and go out and spend $4k+ for the taildragger conversion. But
for $175, I get the conversion plans along w/ some minimal hardware
which, if installed prior to bonding in the cockpit module (with a
weight penalty of about 4 lbs.), would make future conversion a piece
of cake. Fortunately (or unfortunately) I still have much to do before
biting any bullets.
Fred
A194
On Tuesday, October 10, 2006, at 09:30 AM, GLENN CROWDER wrote:
> --> Europa-List message posted by: "GLENN CROWDER"
> <gcrowder2@hotmail.com>
>
> Hey Fred!
> I really think your'e getting all concerned over nothing. With the
> 18 lb tire pressure
> and the outriggers at the right height so all four wheels are solidly
> on the ground
> when taxiing, the mono has very sweet handling on takeoff and landing.
> I think a
> lot of pilots have trouble with the mono because of a combination of
> too high a
> tire pressure and too short an outrigger length letting the plane sway
> from side to
> side on an imperfect touchdown.
> I had a landing the other day with a passenger and 18 mph crosswinds
> and it set
> down just beautifully with no swerving. I prefer the standard Cessna
> technique of
> cross controlling down short final with the windward wing dipped
> holding
> opposite rudder to line up with the runway. The tail touched first,
> then the
> outrigger, followed immediately by the main. There is a "zone of
> stability" I think
> with the mono that I have not seen with other taildraggers. I just
> rode with a
> buddy in a Mustang II and there was a fair bit of wild fishtailing
> right after touch
> down even with no wind that I just don't get with the mono. Maybe I'm
> just
> a super pilot (yeah thats it!) but probably not as I came from flying
> a 172.
> The only time you really have to watch it on the mono is if you raise
> the tail
> too soon with a port side crosswind. The plane will veer to the left
> but still
> catchable with the rudder if you raise the tail too soon but you might
> easily need
> all of it. The solution of course is to keep the tail down longer and
> raise it slowly.
> This behaviour is very common in any taildragger of course.
>
> Glenn
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