Today's Message Index:
----------------------
1. 07:36 AM - Re: Re: Taildragger conversion (GLENN CROWDER)
2. 08:39 AM - Re: 914 OIL PRESSURE (Kim Prout)
3. 02:31 PM - DOTH Thursday 12 - 10 - 06 - Wolverhampton (William Mills)
4. 03:50 PM - Re: Re: Taildragger conversion battery position. (Duncan & Ami McFadyean)
5. 04:53 PM - Re: M10-AN-6 was Copper Washers (rlborger)
6. 05:31 PM - Re: 914 OIL PRESSURE (Jim Brown)
7. 05:49 PM - Re: PROBABLE SPAM> Re: M10-AN-6 was Copper Washers (Paul McAllister)
8. 08:57 PM - Re: Re: M10-AN-6 was Copper Washers (Horizonspace@aol.com)
Message 1
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| Subject: | Re: Taildragger conversion |
--> Europa-List message posted by: "GLENN CROWDER" <gcrowder2@hotmail.com>
Don't forget the propensity of conventional taildraggers to flip over on
an
off field landing. The tiny wheels act as perfect levers to vault the
aircraft on its
back! I really get a warm and fuzzy feeling I could land on any reasonably
smooth
field with that big beach ball to cushion the blow if the whirly thing up
front stops!
Glenn
>From: Fred Klein <fklein@orcasonline.com>
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Re: Taildragger conversion
>Date: Tue, 10 Oct 2006 21:22:01 -0700
>
>--> 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
>
>
Message 2
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| Subject: | Re: 914 OIL PRESSURE |
Amazing how much that bronze ring costs!!
I got my replacements from a VW supplier at a reasonable cost. Anyway, the
next time my sensor fails I=B9m mounting it remotely...
kp
Message 3
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| Subject: | DOTH Thursday 12 - 10 - 06 - Wolverhampton |
Paddy and I are intending to meet at Wolverhampton EGBO tomorrow
Thursday 12th October at about 12.00 BST. Free landing voucher in
Flyer. There is a good restaurant for lunch.
Best wishes,
William
Message 4
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| Subject: | Re: Taildragger conversion battery position. |
--> Europa-List message posted by: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Or his wiring of the BMW engine, to be precise.
Duncan McF.
----- Original Message -----
From: "Graham Singleton" <grahamsingleton@btinternet.com>
Sent: Wednesday, October 11, 2006 1:11 AM
Subject: Re: Europa-List: 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 5
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| Subject: | Re: M10-AN-6 was Copper Washers |
Tam,
Thanks for the info. I ordered two of the M10x1.0 to AN-6 fittings
from anplumbing.com. I see that they come with their own new
aluminum crush washer but that replacement washers are also
available. Pretty impressive site for anyone who is shopping for
spiffy AN fittings, hoses and other fuel or hydraulic related parts.
For hose, I plan to purchase custom fire-shield hose from ACS. Give
them another opportunity to bollix up a custom hose order.
In any case, I won't actually swap out the hose barb banjos until I
talk with the Lockwood folks in December. When the fittings arrive,
I will post pics on my build web site.
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 6
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| Subject: | Re: 914 OIL PRESSURE |
Re: Europa-List: 914 OIL PRESSUREI know that some of the early Katana's
had a Service Bulletin or AD to move the oil pressure sender from the
engine to the firewall, and to hook it up with flexible hose.
The oil pressure sender is just not happy mounted on the engine.
Jim Brown
----- Original Message -----
From: Kim Prout
To: europa-list@matronics.com
Sent: Wednesday, October 11, 2006 11:39 AM
Subject: Re: Europa-List: 914 OIL PRESSURE
Amazing how much that bronze ring costs!!
I got my replacements from a VW supplier at a reasonable cost. Anyway,
the next time my sensor fails I'm mounting it remotely...
kp
Message 7
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| Subject: | Re: M10-AN-6 was Copper Washers |
Bob et all,
I was wondering during your searches had you come accross a 16mm banjo with
an AN fitting. It would be nice to have one on the sump.
I am using 666 braided teflon but the hose nipple is 12mm whereas the 666
hose is 1/2". It would be great if I could terminate it properly. I am
currnetly using double hose clips, it works but its a but of a kludge.
Paul
Message 8
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| Subject: | Re: M10-AN-6 was Copper Washers |
In a message dated 10/11/2006 7:51:09 P.M. Central Daylight Time,
paul.mcallister@qia.net writes:
Bob et all,
I was wondering during your searches had you come accross a 16mm banjo with
an AN fitting. It would be nice to have one on the sump.
I am using 666 braided teflon but the hose nipple is 12mm whereas the 666
hose is 1/2". It would be great if I could terminate it properly. I am
currnetly using double hose clips, it works but its a but of a kludge.
Paul
Paul et al,
We used a M16 to AN-8 adapter and swivel hose end fitting. We got the
adapter from Lockwood for a whopping $56.05. The Rotax Parts Manual listed the
part as an option for the sump connection. The Rotax PN is 956650 (Adapter
3/4-16 UNF/M16x1,5). In hindsight, we could have used the same part from
anplumbing.com (PN 9919EFJ) or from summitracing.com (PN EAR-9919EFJERL or PN
AER-FBM2243 or PN RUS-670551). The latter parts can be bought for as low as $6.95
ea.)
If you want to stay with the banjo setup, you can get Mocal adapters from
batinc.net. PN BJ168M is a M16 banjo with AN-8 Male end and PN 168H is a M16
Banjo with AN-8 Hose end. They also have parts to mate to larger AN-10.
Happy plumbing!
Tam
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