Today's Message Index:
----------------------
1. 12:13 AM - Re: Vne Speed (David Joyce)
2. 03:40 AM - Re: Vne Speed / Wing Load Test (UVTReith@aol.com)
3. 04:09 AM - Europa Aircraft Leather Jacket (Dave Moore)
4. 08:36 AM - Lockwood 9xx Class (rlborger)
5. 08:48 AM - Re: Lockwood 9xx Class (Gilles Thesee)
6. 11:41 AM - Re: Vne Speed / Wing Load Test (DuaneFamly@aol.com)
7. 11:53 AM - Re: Vne Speed (karelvranken)
8. 12:43 PM - Re: Lockwood 9xx Class (Alan Burrows)
9. 02:44 PM - Re: Vne Speed / Wing Load Test (Gilles Thesee)
10. 03:05 PM - Loockwood link (Europa List)
Message 1
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Ron, Somewhere I have seen a picture of the wings loaded up with sandbags to
a total of 10g - presumably the biological bits fail well before the wings.
I did understand that you were talking about the outer sections effectively
developing negative incidence when the flaps are down at high speed. However
since the inner section of the wing (& principally the flaps) have to
provide lift equal to the weight of the plane plus any negative lift being
developed by the outer wing (& possibly the fuselage) my bet is on the flap
brackets failing well before the wing, & and while I would be relaxed about
going a bit above Vne I would not want to exceed flap speed significantly.
Regards, David Joyce, G-XSDJ
----- Original Message -----
From: <rparigor@suffolk.lib.ny.us>
Sent: Friday, December 15, 2006 6:32 PM
Subject: Re: Europa-List: Vne Speed
>
> Hello David
>
> "In Don Dykin's booklet about Europa aerodynamics he says that the flaps
> take just about half of the plane's weight at top flap speed. With
> aerodynamic forces increasing with speed squared I wouldn't want to rely
> on
> the flaps not failing before the wings, which have been tested to 10g
> after
> all!"
>
> Were the XS short wings really tested and held up to 10 Gs, or was it
> closer to 6 before failure?
>
> I think the glider wings are stronger, and perhaps 10 on them?
>
> What I was getting at, is with flaps down you have a wing that kinda sorta
> has 30 degrees washout. Go much faster than max flap extension speed and
> the tips are pushing through at a negative angle of attack, and the area
> near flaps at a positive angle of attack. The net needs to be enough to
> keep the plane in the air. There is this twisting and each half of the
> wing fighting each other that is a very awkward.
>
> Can this fight I speak of overload the wing in the middle and break it?
> Can this fight I speak set up for flutter and break it?
> Can this fight I speak of set up flutter in the ailerons?
> Will the flaps flutter and depart?
> will the flaps overload the attachments and depart?
>
> Don't know exact, but the drag and lift bars double convinced that
> exceeding max. flap down speed is not a good idea, evil begins full
> hearted when you do.
>
> Ron Parigoris
>
>
Message 2
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| Subject: | Re: Vne Speed / Wing Load Test |
Wing Load Tests are a part of the German Builders Regulations.
Each Side in steps of 350 kg, 700 kg and at least 1350 kg.
The load spread is definated. Please see pictures.
I wish all of you a Merry Christmas, a good jump into the next year and a
lot of great flights.
Bruno Reith
europa-aircraft.de
Message 3
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| Subject: | Europa Aircraft Leather Jacket |
Folks,
I bought a MEDIUM size, dark brown Europa Aircraft leather jacket at the
PFA Rally in August.
When I got home, my good lady took one look at it and announced that it
was too big for my scrawny frame.
Hence it is For Sale, or to Exchange with someone who has a small size
equivalent.
It has never been used and still has the manufacturers tags attached.
It is essentially the USAF A1 style jacket, with a removable fur collar
and zip-up front with a studded flap over the zip. It should fit
someone with a 38-40 inch chest and 5 feet 10 inches to 6 feet tall.
I'd be looking for UK Pounds 90 plus P&P for it.
It is a high quality leather jacket and originally sold for about than
UKP 250 . I am sad that it just does not fit me.
Send me a note off-list if you are interested in buying or swapping.
mooredca@tiscali.co.uk
P.S. The suggestion that I should "simply" eat more over Christmas, has
already been made...!
Regards,
Dave
Dave Moore
Monowheel #550
Aberdeen UK.
Message 4
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| Subject: | Lockwood 9xx Class |
run a Rotax 9xx engine or are considering running a Rotax 9xx engine.
Subject: Lockwood Aviation's Rotax 9xx Class
Gentlemen & women:
If you are flying (or planning to fly) with a Rotax 9xx engine you
MUST attend Lockwood's Rotax 9xx class or a similar class provided by
some other qualified Rotax shop. I'd advise and highly recommend
that you attend this class BEFORE you ever try to start your engine.
I just returned from 2 day of very intense classes at Lockwood. The
class is taught by Dean Vogel. This gentleman has some very serious
credentials and experience to qualify him to teach the class. He
knows his poop and if there's some bit he is unsure of, there's an
excellent staff of some of the most experienced and qualified A&Ps
down stairs or in the next room to whom he can go for the definitive
answer. We covered:
Day One
Introduction & Documentation
Oil & Lube
Lots on Oil & Lube because "The Rotax 9xx Engine Hates Oil
Starvation!"
Coolant & Cooling System
Fuels & Fuel System
The Bing Carb
Ignition & Electrical Systems
Day Two
Maintenance
Lots of hands-on work tearing things apart and putting them back
together
Carb Sync/Balance
Oil System care & feeding
Locking the engine for maintenance.
Checking the slipper clutch
Checking the dog friction
And lots more...
The Rotax 9xx engine is a masterpiece of technology and has
absolutely nothing in common with any other aero engine other than a
crankshaft, connecting rods, pistons, cylinders, camshaft & valves.
And ALL those pieces on the Rotax are very different from the same
parts on a Conti-Lycosarus.
There is so much B.S. running about the web concerning the Rotax. If
you believe and follow half of what sounds good, you will ruin your
engine. And Dean has lots of examples of what happens when well-
intentioned folks follow well-intentioned advice. And none of them
are pretty. And all of them are EXPENSIVE.
There are also lots of excellent tips and tricks provided to help you
keep your little high-tech power source contented and purring along.
For instance, do you "burp" your engine on every preflight? If you
aren't doing it, you are asking for trouble.
Has your engine ever been turned backwards (A BIG NO-NO)? How can
you tell if it has and what should you do about it? What happens if
it has been turned backwards and you don't do the right thing? Clue:
It's ugly and expensive.
I will be posting all the pics I took during the class on my build
web-site under a new album at the beginning. (Probably do that on
Sunday, Texas time) There will be some explanation with some of the
pics, but I don't have the time to do a complete write-up. Nor do I
want to try to reproduce the class on my web-site. That wouldn't be
right. You need to attend the class to get full benefit of the
decades of experience of the Lockwood people.
BTW, look for an article in an upcoming Kit Planes. Tim Kearn,
Engine Beat Column, was also attending with the assignment of a
future article for his column.
Another point of interest, a gentleman from Cessna, Light Sport
Aircraft Division, was also in attendance.
Call Lockwood and schedule a class.
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 5
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| Subject: | Re: Lockwood 9xx Class |
> Has your engine ever been turned backwards (A BIG NO-NO)? How can you
> tell if it has and what should you do about it? What happens if it
> has been turned backwards and you don't do the right thing? Clue:
> It's ugly and expensive.
Bob,
Please, how do you tell if it has ?
Thanks,
Regards,
Gilles
http://contrails.free.fr
Message 6
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| Subject: | Re: Vne Speed / Wing Load Test |
Good afternoon All,
Just a couple of quick question.....why the jack stands under the center of
the wings? When in real use is the load that the wing is subjected to
in...let's say a pull out from a steep dive at MTOW, just as unevenly distributed
along the wing?
Mike Duane A207A
Redding, California
XS Conventional Gear
Jabiru 3300
Sensenich R64Z N
Ground Adjustable Prop
Message 7
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Ron,
Is it possible to make a long final at Vno and at 50' above the figures pull
up for a nearly perfect loop around the setting sun. Then in the 3th quarter
setting out the wheel and flaps before Vna and landing on the figures
without bumps? You better try this than breaking your wings.
Karel Vranken.
----- Original Message -----
From: <rparigor@suffolk.lib.ny.us>
Sent: Friday, December 15, 2006 7:32 PM
Subject: Re: Europa-List: Vne Speed
>
> Hello David
>
> "In Don Dykin's booklet about Europa aerodynamics he says that the flaps
> take just about half of the plane's weight at top flap speed. With
> aerodynamic forces increasing with speed squared I wouldn't want to rely
> on
> the flaps not failing before the wings, which have been tested to 10g
> after
> all!"
>
> Were the XS short wings really tested and held up to 10 Gs, or was it
> closer to 6 before failure?
>
> I think the glider wings are stronger, and perhaps 10 on them?
>
> What I was getting at, is with flaps down you have a wing that kinda sorta
> has 30 degrees washout. Go much faster than max flap extension speed and
> the tips are pushing through at a negative angle of attack, and the area
> near flaps at a positive angle of attack. The net needs to be enough to
> keep the plane in the air. There is this twisting and each half of the
> wing fighting each other that is a very awkward.
>
> Can this fight I speak of overload the wing in the middle and break it?
> Can this fight I speak set up for flutter and break it?
> Can this fight I speak of set up flutter in the ailerons?
> Will the flaps flutter and depart?
> will the flaps overload the attachments and depart?
>
> Don't know exact, but the drag and lift bars double convinced that
> exceeding max. flap down speed is not a good idea, evil begins full
> hearted when you do.
>
> Ron Parigoris
>
>
>
Message 8
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| Subject: | Lockwood 9xx Class |
So where are Lockwood based and how do we contact them ???
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of rlborger
Sent: 16 December 2006 16:35
Subject: Europa-List: Lockwood 9xx Class
Rotax 9xx engine or are considering running a Rotax 9xx engine.
Subject: Lockwood Aviation's Rotax 9xx Class
Gentlemen & women:
If you are flying (or planning to fly) with a Rotax 9xx engine you MUST
attend Lockwood's Rotax 9xx class or a similar class provided by some other
qualified Rotax shop. I'd advise and highly recommend that you attend this
class BEFORE you ever try to start your engine.
I just returned from 2 day of very intense classes at Lockwood. The class
is taught by Dean Vogel. This gentleman has some very serious credentials
and experience to qualify him to teach the class. He knows his poop and if
there's some bit he is unsure of, there's an excellent staff of some of the
most experienced and qualified A&Ps down stairs or in the next room to whom
he can go for the definitive answer. We covered:
Day One
Introduction & Documentation
Oil & Lube
Lots on Oil & Lube because "The Rotax 9xx Engine Hates Oil Starvation!"
Coolant & Cooling System
Fuels & Fuel System
The Bing Carb
Ignition & Electrical Systems
Day Two
Maintenance
Lots of hands-on work tearing things apart and putting them back together
Carb Sync/Balance
Oil System care & feeding
Locking the engine for maintenance.
Checking the slipper clutch
Checking the dog friction
And lots more...
The Rotax 9xx engine is a masterpiece of technology and has absolutely
nothing in common with any other aero engine other than a crankshaft,
connecting rods, pistons, cylinders, camshaft & valves. And ALL those
pieces on the Rotax are very different from the same parts on a
Conti-Lycosarus.
There is so much B.S. running about the web concerning the Rotax. If you
believe and follow half of what sounds good, you will ruin your engine. And
Dean has lots of examples of what happens when well-intentioned folks follow
well-intentioned advice. And none of them are pretty. And all of them are
EXPENSIVE.
There are also lots of excellent tips and tricks provided to help you keep
your little high-tech power source contented and purring along.
For instance, do you "burp" your engine on every preflight? If you aren't
doing it, you are asking for trouble.
Has your engine ever been turned backwards (A BIG NO-NO)? How can you tell
if it has and what should you do about it? What happens if it has been
turned backwards and you don't do the right thing? Clue: It's ugly and
expensive.
I will be posting all the pics I took during the class on my build web-site
under a new album at the beginning. (Probably do that on Sunday, Texas
time) There will be some explanation with some of the pics, but I don't
have the time to do a complete write-up. Nor do I want to try to reproduce
the class on my web-site. That wouldn't be right. You need to attend the
class to get full benefit of the decades of experience of the Lockwood
people.
BTW, look for an article in an upcoming Kit Planes. Tim Kearn, Engine Beat
Column, was also attending with the assignment of a future article for his
column.
Another point of interest, a gentleman from Cessna, Light Sport Aircraft
Division, was also in attendance.
Call Lockwood and schedule a class.
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
HYPERLINK
"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
"http://www.aeroelectric.com"www.aeroelectric.com
"http://www.buildersbooks.com"www.buildersbooks.com
"http://www.kitlog.com"www.kitlog.com
"http://www.homebuilthelp.com"www.homebuilthelp.com
"http://www.matronics.com/contribution"http://www.matronics.com/contribution
"http://www.matronics.com/Navigator?Europa-List"http://www.matronics.com/Nav
igator?Europa-List
17:10
--
17:10
Message 9
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| Subject: | Re: Vne Speed / Wing Load Test |
> Just a couple of quick question.....why the jack stands under the
> center of the wings?
Mike,
My guess is they are there to prop the airplane while loading the cement
bags, lest the airplane topple. And they are then cautiously lowered.
Regards,
Gilles
http://contrails.free.fr
Message 10
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Here it is.
http://www.lockwood-aviation.com/las.php
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