Today's Message Index:
----------------------
1. 12:17 AM - Re: WARNING - Europa/Rotax 912/914 Owners. (Keith Hickling)
2. 01:29 AM - Re: Re: Reamer Needed (Jos Okhuijsen)
3. 01:30 AM - Re: Sea Survival Equipment (nigel charles)
4. 02:24 AM - Re: Re: Reamer Needed (UVTReith@aol.com)
5. 04:43 AM - OT:SINCLAIR A-BIKE- Sir Clive Sinclair invents lightest and smallest folding bicycle (Paul Sweeting)
6. 05:03 AM - Re: Re: Reamer Needed (Jos Okhuijsen)
7. 07:02 AM - Re: Tie Wraps, Airventure, SnF Blog (William Daniell)
8. 08:18 AM - Oil pressure (William Daniell)
9. 08:56 AM - Re: Oil pressure (Gilles Thesee)
10. 09:29 AM - Re: Oil pressure (Jerry Rehn)
11. 09:53 AM - Re: Oil pressure (William Daniell)
12. 09:55 AM - Re: Oil pressure (William Daniell)
13. 10:48 AM - Report Re:- "Big C" problem.... (R.C.Harrison)
14. 11:18 AM - Re: Sea Survival Equipment (Graham Singleton)
15. 12:33 PM - Re: Oil pressure (Terry Seaver (terrys))
16. 01:53 PM - Re: Oil pressure (William Daniell)
17. 01:54 PM - Re: Baby Blue is back! (josok)
18. 01:57 PM - Re: Report Re:- "Big C" problem.... (Alan Burrows)
19. 02:20 PM - Monowheel transition (Tom Friedland)
20. 02:24 PM - Re: Baby Blue is back! (Gilles Thesee)
21. 02:34 PM - Re: Report Re:- "Big C" problem.... (William Daniell)
22. 02:35 PM - Re: Oil pressure (Duncan & Ami McFadyean)
23. 02:57 PM - Re: Re: Reamer Needed (Karl Heindl)
Message 1
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| Subject: | Re: WARNING - Europa/Rotax 912/914 Owners. |
Michael,
I used about a third of a tin per wing. Both wings done out of 1 tin,
with a significant amount left over (1/4 to 1/3 tin left).
Regards,
Keith Hickling,
New Zealand.
----- Original Message -----
From: Michael Grass
To: europa-list@matronics.com
Sent: Monday, April 23, 2007 4:07 AM
Subject: Re: Europa-List: WARNING - Europa/Rotax 912/914 Owners.
Paul,
I just tried to access your website but can't get to it. I hope you
are not shutting it down for good. It is a great resource for other
builders like me.
Actually I was looking for the information on how much Redux you have
used for closing one wing. I am finally getting there after
concentrating more on the fuselage before. (I built out of sequence.) I
have about a 1/2 can of the yellow paste left. Originally I thought to
substitute with the stuff from Aeropoxy but after the recent postings I
do not want to mess with the wine skin anymore. I suspect a lot of
flexing and sheering forces on the wings.
Regards
Michael Grass
A266 Trigear 914 Woodcomp 3/3000
Detroit
----- Original Message -----
From: Paul McAllister
To: europa-list@matronics.com
Sent: Tuesday, April 10, 2007 8:25 AM
Subject: RE: Europa-List: WARNING - Europa/Rotax 912/914 Owners.
Hi,
If you take a look at http://europa363.versadev.com/ under January
2004 you can see a few pictures of what I did. I re routed one of the
oil hoses to run on the port side of the motor, across the back of the
engine mount and up into the oil container. I used Teflon braided
Aeroquip 666 hose.
So far this has held up fine for 600 hours.
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Brian
Hutchinson
Sent: Tuesday, April 10, 2007 7:35 AM
To: europa-list@matronics.com
Subject: RE: Europa-List: WARNING - Europa/Rotax 912/914 Owners.
So... Has anyone got a satisfactory solution to this design
disaster??
Brian Hutchinson
Mike
Your timely warning reminds me of a similar but different problem
found on my 912ULS at last permit renewal. One of the coolant pipes was
found to be burnt by an exhaust downpipe. The damage was confined to the
heat shielding which had burnt right through and was about to burn
through the rubber hose. Basically, the hose routing was too close to
the downpipe - a previous owner had wrapped it up with heat shielding to
compensate. An extra reason why this was alarming was that a 912-engined
DynAir Banbi in the same hanger had recently suffered a complete loss of
coolant through an identical problem (the owner lived to tell the tale
but had his wallet lightened by an expensive engine rebuild). I believe
Mike Gregory has some gory photos of the damage.
Happy flying
Willie Harrison (G-BZNY)
On 8 Apr 2007, at 20:01, Mike Parkin wrote:
Hi Guys,
For all Europa owners with Rotax 914.
Just preparing to incorporate Mod 72 and took the opportunity to
have a good look around. I found one of the oil pipes badly charred by
No1 cylinder exhaust pipe. The pipe concerned is the one that connects
the oil cooler to the oil pump. Fortunately, when I installed the pipe I
fitted some heat shielding from 'Demon Tweaks' - the heat shield was
burned through and the pipe was just starting to be affected.
On initial installation the pipe did not touch the exhaust, so the
bend must have eased during use.
Looking at the installation, it seems that a slightly shorter pipe
after the bend where it connects to the oil pump should solve the
problem.
Hopefully, this is a one off and my aircraft is the only one
affected.
But I thought all you chaps might like to know. It is worth a
quick look - a burst oil pipe in this position could be very dangerous.
Kind regards,
Mike Parkin (G-JULZ)
<2007_04080049.JPG>
href="http://www.matronics.com/Navigator?Europa-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Europa-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
Message 2
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| Subject: | Re: Reamer Needed |
Can send you mine, mail me off list for your address,
Regards,
Jos Okhuijsen
rlborger <rlborger@mac.com> kirjoitti Mon, 23 Apr 2007 01:58:19 +0300:
> Karl,
>
> Oops, forgot that the reamer is scheduled to go to Glenn Crowder in
> Golden, Colorado after we finish here. Don't worry Glenn, I didn't
> forget you. You are next on the list after Brian. Karl, I'll
> probably have Glenn send it on directly to you after he finishes if
> you don't find another in the mean time.
>
> 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. Mod 72 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 and is being installed.
> Installing the ROTAX 914, again.
> 3705 Lynchburg Dr.
> Corinth, TX 76208
> Home: 940-497-2123
> Cel: 817-992-1117
>
>
--
workshopcam http://www.okhuijsen.org/plane
http://www.europaowners.org/kit600
Message 3
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| Subject: | Sea Survival Equipment |
As someone who has done military sea survival training and aerial search
training over the sea I have the following comments:
1. Even with temperatures as warm as 12degC it doesn't take long before
dexterity is affected enough to prevent you doing the simplest of tasks.
2. Staying dry is the best way of increasing the chances of preventing
hypothermia. A dinghy helps but a survival suit is better.
3. Visual acquisition of even a 26 man liferaft in anything but the
smoothest of sea conditions is difficult so don't rely on being found by
visual searching in a small dinghy. A floating aircraft may be better
but white aircraft are far from ideal in this respect.
4. A friend of mine ditched in the English Channel in the month of
October (the best month for water temperature is September). He was in
the water for only 35 minutes and spent 2 days in hospital overcoming
hypothermia. He had a dinghy but it failed to inflate. He had no
ELT/PLB, the aircraft sank in 2 minutes and he was only found because
the helicopter saw the heat return from his head on a thermal imaging
camera. This all took place just 2 miles off the coast of the Isle of
Wight.
5. As a result of all this we use survival suits. They certainly weigh
less than a dinghy. They are less likely to fail. If you get out of the
aircraft they are keeping you dry immediately. Some cases of ditching
resulted in the dinghy not being extracted before the aircraft sank. The
suits are a little bulky - slight lengthening of straps required.
Comfort has not been a problem, especially if you fly at altitude or
with the vents open. I have taken off with an OAT of 33degC and was soon
comfortable at altitude.
6. I have a PLB but need to update to better modern technology. I also
carry my handheld VHF in a waterproof bag as a back up.
7. If the aircraft doesn't sink it provides a basic form of protection
as well as being a location aid. Those with significant amounts of foam
within them have an advantage in this respect.
8. On the day I would suggest the following precautions:
a. Be continually aware of where your nearest suitable piece of
land is for an emergency landing.
b. Know the approximate glide range of the aircraft in case of
engine failure.
c. Fly as high as practicable consistent with VFR to increase
glide range, range for communications and time for exact position
fixing in the event of engine failure.
d. Note position of smaller boats as you fly past them. Large
ships, even if you are spotted, take an age to stop and are difficult
to manoeuvre.
e. Brief your passenger. How many of you take note of the
emergency briefing on an airliner?
f. Do not assume the engine will fail in the case of loss of oil
or coolant. One Europa has flown half way across the Channel after
total loss of oil pressure. Better to ruin the engine rather than risk
your life from ditching.
g. Check all engine T's and P's before coasting out.
There must be many more things I have missed out. Perhaps someone can
add to my list.
Nigel Charles
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of josok
Sent: 22 April 2007 12:55
Subject: Re: Europa-List: Sea Survival Equipment
Why not use survival suites, as carried by oil platform personnel on
helicopter rides? These will keep you alive in any water for more then
24 hrs. I've seen those in Norway, in a shop supplying material for
fisherman. The price, weight and bulkiness were way lower then i
expected them to be. Maybe our Norwegian friends can supply some more
details? And instead of an elt, i would go for a combination of elt and
gps equipped PLB. I've been on SAR training missions searching for an
elt, and it's not as easy as it's supposed to be. As for the legal
requirements: My first objective would be to increase the chance of
survival. Second comes the legality :-)
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 4
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| Subject: | Re: Reamer Needed |
Hi Jos,
the Europa Club has two reamers.
Try it there,
Cheers,
Bruno
Message 5
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| Subject: | OT:SINCLAIR A-BIKE- Sir Clive Sinclair invents lightest and |
smallest folding bicycle
Apologies Off Topic but I=92m sure of interest to the die hard touring
fraternity:
Sir Clive Sinclair, the man famous for bringing us the ZX Spectrum, has
invented a folding bike that fits in a bag.Sir Clive spoke to BBC
Breakfast
about the A-bike, which will retail at =A3150.
HYPERLINK
"http://news.bbc.co.uk/player/nol/newsid_6580000/newsid_6582200/6582255.s
tm?
bw=bb&mp=wm"http://news.bbc.co.uk/player/nol/newsid_6580000/newsid_65
82200/6
582255.stm?bw=bb&mp=wm
HYPERLINK
"http://news.bbc.co.uk/1/hi/magazine/5173612.stm"http://news.bbc.co.uk/1/
hi/
magazine/5173612.stm
SINCLAIR A-BIKE
The lightest and most compact folding bike ever made
It is easy to call a bicycle "folding". The truth is that EVERY SINGLE
"folding" bicycle on the market today is too big and too heavy to be
carried
comfortably.
Enter the SINCLAIR A-BIKE. World lightest and smallest folding bike =
5.5kg.
Measures = (folded) Height 66cm, Length 30cm, Width 15cm.
Take it on the bus, train, plane, boat or car
Invented by Sir Clive Sinclair "..the idea is that if you have a bicycle
which is seriously lighter and more compact than anything existing at
the
moment, it will change the way in which people see bikes.=94
"...it's so well built it could have been machined in a Formula One
factory
.. this is the ipod of bicycles, a fantastic feat of engineering.." Time
Out
Magazine November 2006
HYPERLINK
"http://www.a-bike.co.uk/store/home.php?gclid=CPa3gMLg2IsCFQQrlAodPRUgU
w"htt
p://www.a-bike.co.uk/store/home.php?gclid=CPa3gMLg2IsCFQQrlAodPRUgUw
HYPERLINK
"http://www.etedeschi.ndirect.co.uk/sinclair/ABIKE.htm"http://www.etedesc
hi.
ndirect.co.uk/sinclair/ABIKE.htm
HYPERLINK "http://www.abikecentral.com/"http://www.abikecentral.com/
Have Fun
Paul.
--
19/04/2007
17:56
Message 6
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| Subject: | Re: Reamer Needed |
Hi Bruno,
And i have one, free for anybody who can use it,
thats what i mumbled :-)
<UVTReith@aol.com> kirjoitti Mon, 23 Apr 2007 12:22:51 +0300:
> Hi Jos,
> the Europa Club has two reamers.
> Try it there,
> Cheers,
> Bruno
>
>
--
workshopcam http://www.okhuijsen.org/plane
http://www.europaowners.org/kit600
Message 7
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| Subject: | Tie Wraps, Airventure, SnF Blog |
What do you use to scavenge the lead from the tank?
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
irampil@notes.cc.sunysb.edu
Sent: Saturday, April 21, 2007 18:20
Subject: Europa-List: Tie Wraps, Airventure, SnF Blog
Hi All,
I am sitting at the Tampa Airport on my way home from Sun and fun and just
want to respond to a few bits of traffic
from the past few days.
1) the bit on tie wraps in re color is actually incorrect. Sensitivity to
UV and to heat is based on material, not color.
Nylon is the superior material forTyWraps, but the cheap stuff you buy at
the local auto supply store is frequently
not nylon. The test for nylon is to create a sharp (180 degree) bend and
press sides together. If a white line appears in
the material don't waste your money.
2) Re Airventure. Fred, I don't know when you were last there, but I go
every year. I grew up in NYC and live there now, so
I know a million people at a time when I see them. Osh on a good day does
indeed in my in the flesh opinion has a good 200 - 400
thousand people present. SnF this year by comparison will prove to lucky to
have over 50k per day - very light traffic.
3) Speaking of SnF, I took the two day Rotax 912s Maintenance course and it
was most excellent. We spent a fair bit of time under the hood of CTSWs
Burping oil systems, tearing down Bing 64 carbs, pulling and inspecting the
hydraulic lifters and valves, etc. Broken down a gear box and re-assembled.
Did carb synchs on a running CTSW, and learning to listen for gear clatter
vs. de-synch. I know there's a bunch of Light Sport guys here and I really
recommend Dean and his class. It will equip a gear head type or an A&P to
do essentially all line level maint. I took lots of pix and video'd the
hands on stuff.
PS It was interesting to see that the CTSW has only 10 ga wire from that
tiny battery to the master and to the starter. I use #2 welding cable
myself.
At John Wheeler's request I will try to soon put together some useful Rotax
facts from the class, and from Eric from
Kodiak(who of course was not there Officially), Mike from California Power,
Phil and Kerry from Lockwood, and
Shayne (formerly from Lockwood, but still doing deep Rotax work)
.
Some quick points
1) If you use a diet very rich in 100LL (>50%), remove and clean lead from
Oil tank, every oil change. Mogas users should do this at annual
2) The Rotax 9 series really HATES oil starvation
3) Forget about Evans coolant - a waste of time and money
4) Everyone needs to move to the 1.2 bar radiator cap this year (Pascal from
Kodiak just dropped the price during the show
from a ridiculous $74 to a simply high 29.95)
5)Do not let the true CHT (i.e., the internal head coolant temp to exceed
275F). Failure will anneal the head, warping it and causing severe damage
More on True temp measurement and it's approximation later. For now,
just keep Measured CHT below 248F
6) Use the Rotax Maint books and Maint forms in the Line Maint Manual!
7) The Rotax 9 series really HATES oil starvation
Ira N224XS
Flying with a Blue Mountain EFIS/One
PS: To throw fuel on the EFIS fire here, I personally watched the new US
Europa dealer buy a BMA EFIS Lite for his personal Europa
after successfully installing several systems for other builders. (Of
course, Bud had watched me install the first one at FlightCrafters ;-) )
!!! Europa Kits are again being Sold in the USA
Message 8
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I know that I have asked this before but I wonder if everyone could rack
their brains.
My motor starts fine the pressure goes up to 5.5 bar for about 2-4 minutes.
It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
It then goes back up to 5.5 and stays there without a problem.
The oil pressure sender is working fine and is the gauge - I have tested
them both. The engine runs smooth and produces sufficient power. I run
avgas because the premium mogas here is 95 or lower octane.
On a hot day the pressure drop is minimal on start up. So I am thinking
that maybe this has something to do with viscosity. Perhaps even what Ira
mentioned - lead accumulation in the oil tank.
Any ideas as to the cause?
How much damage will this do? Clearly this is not ideal but it could be one
of those problems where the "solution" ends up being always out of reach.
Will
Colombia
Message 9
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| Subject: | Re: Oil pressure |
William Daniell a crit :
> My motor starts fine the pressure goes up to 5.5 bar for about 2-4
> minutes.
>
> It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
>
> It then goes back up to 5.5 and stays there without a problem.
>
> The oil pressure sender is working fine and is the gauge I have
> tested them both. The engine runs smooth and produces sufficient
> power. I run avgas because the premium mogas here is 95 or lower octane.
>
> On a hot day the pressure drop is minimal on start up. So I am
> thinking that maybe this has something to do with viscosity. Perhaps
> even what Ira mentioned - lead accumulation in the oil tank.
>
> Any ideas as to the cause?
>
> How much damage will this do? Clearly this is not ideal but it could
> be one of those problems where the solution ends up being always out
> of reach.
William,
If your engine is a Rotax 91X, then you might wish to review the SB on
oil starvation on startup.
Yes it may have something to do with viscosity when cold, and oil pump
starvation due to length/diameter/routing/obstruction of oil line.
Especially as you seem to say that the problem is less obvious on a hot day.
FWIW,
Regards,
Gilles
http://contrails.free.fr
Message 10
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You could test the oil system per SI-912-005. This would help determine
problems of suctions and pressures. Also you might try purging the system
per SI-04-1997. This is relatively easy to do and would insure there isn't
air in your system. Third check the oil relief ball and spring for wear and
contamination another easy check.
Jerry
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William Daniell
Sent: Monday, April 23, 2007 8:18 AM
Subject: Europa-List: Oil pressure
I know that I have asked this before but I wonder if everyone could rack
their brains.
My motor starts fine the pressure goes up to 5.5 bar for about 2-4 minutes.
It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
It then goes back up to 5.5 and stays there without a problem.
The oil pressure sender is working fine and is the gauge - I have tested
them both. The engine runs smooth and produces sufficient power. I run
avgas because the premium mogas here is 95 or lower octane.
On a hot day the pressure drop is minimal on start up. So I am thinking
that maybe this has something to do with viscosity. Perhaps even what Ira
mentioned - lead accumulation in the oil tank.
Any ideas as to the cause?
How much damage will this do? Clearly this is not ideal but it could be one
of those problems where the "solution" ends up being always out of reach.
Will
Colombia
Message 11
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Sorry, I forgot to add that we have purged the system as per the latest
rotax bulletin and also checked the regulator.
Correct me if I am wrong but I have seen "burping" the system. I have
always assumed that this was rotating the prop in the correct direction with
the cap of the oil tank off until you get the burping sound. Is this
correct?
The only thing that I can think of is that it is some kind of restriction in
the "circuit" which ceases to be a restriction once the oil is less viscous
(warmed up).
Will
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jerry Rehn
Sent: Monday, April 23, 2007 11:27
Subject: RE: Europa-List: Oil pressure
You could test the oil system per SI-912-005. This would help determine
problems of suctions and pressures. Also you might try purging the system
per SI-04-1997. This is relatively easy to do and would insure there isn't
air in your system. Third check the oil relief ball and spring for wear and
contamination another easy check.
Jerry
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William Daniell
Sent: Monday, April 23, 2007 8:18 AM
Subject: Europa-List: Oil pressure
I know that I have asked this before but I wonder if everyone could rack
their brains.
My motor starts fine the pressure goes up to 5.5 bar for about 2-4 minutes.
It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
It then goes back up to 5.5 and stays there without a problem.
The oil pressure sender is working fine and is the gauge - I have tested
them both. The engine runs smooth and produces sufficient power. I run
avgas because the premium mogas here is 95 or lower octane.
On a hot day the pressure drop is minimal on start up. So I am thinking
that maybe this has something to do with viscosity. Perhaps even what Ira
mentioned - lead accumulation in the oil tank.
Any ideas as to the cause?
How much damage will this do? Clearly this is not ideal but it could be one
of those problems where the "solution" ends up being always out of reach.
Will
Colombia
Message 12
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Gilles
Thank you. Mmmmm, this sounds like an interesting route.
I think a change of oil line(s) would be an interesting step and non
invasive. Any ideas about which line to start with?
Will
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Gilles Thesee
Sent: Monday, April 23, 2007 10:57
Subject: Re: Europa-List: Oil pressure
<Gilles.Thesee@ac-grenoble.fr>
William Daniell a crit :
> My motor starts fine the pressure goes up to 5.5 bar for about 2-4
> minutes.
>
> It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
>
> It then goes back up to 5.5 and stays there without a problem.
>
> The oil pressure sender is working fine and is the gauge I have
> tested them both. The engine runs smooth and produces sufficient
> power. I run avgas because the premium mogas here is 95 or lower octane.
>
> On a hot day the pressure drop is minimal on start up. So I am
> thinking that maybe this has something to do with viscosity. Perhaps
> even what Ira mentioned - lead accumulation in the oil tank.
>
> Any ideas as to the cause?
>
> How much damage will this do? Clearly this is not ideal but it could
> be one of those problems where the solution ends up being always out
> of reach.
William,
If your engine is a Rotax 91X, then you might wish to review the SB on
oil starvation on startup.
Yes it may have something to do with viscosity when cold, and oil pump
starvation due to length/diameter/routing/obstruction of oil line.
Especially as you seem to say that the problem is less obvious on a hot day.
FWIW,
Regards,
Gilles
http://contrails.free.fr
Message 13
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| Subject: | Report re:- "Big C" problem.... |
Hi! All, Friends, Colleagues and Relatives alike,
I inadvertently told the world about my incident re:- prostate cancer in
that I replied to a message on the Europa Forum so I guess it not
unreasonable I now do the same to advise the current prognosis and plans
about the course of treatment on which I am about to embark!
The tumour is a small one on the outside surface of an enlarged but
benign prostate, there is no signs of it having established anywhere
else such as lymph glands. This news provides me with intense
satisfaction and relief.
The treatment commences almost immediately by a course of tablets and
hormone injections over 6 months in the middle of which is a course of
radio therapy 5 days per week for 5 weeks.
Seemingly the hormones have no undue side effects such as hair loss (not
much to go at anyway!) no extra boobs but some weight increase is
possible and they didn't tell me about the tiredness and "hot flushes"!
(Jan thought she had done with those ..little did she know!"
So all in all good news (of course it is to be hoped it remains that way
).
I'd like to thank all who were so kind as to message me with best wishes
for a speedy recovery, our prayers have been answered.
Unfortunately long away flights will have to be on the back burner until
after the whole course so weekly flyouts will have to await another
season (or after September)...if the aircraft gets to fly again any time
soon..I collect the new Rotax 914 engine on Wednesday .
Must close now and get off to this months UK Betrayed Meeting...I trust
all you Europhiles are pleased at the air fuel increases, safety
equipment regulations brought about by our special relationship with
Europe ?
Best regards
A somewhat relieved ...
Bob H
Robt.C.Harrison
Message 14
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| Subject: | Re: Sea Survival Equipment |
Off topic but this came through on the canard forum, highly relevant I
thought, test flying a mono without training on type is a good way of
needing a new prop !;-)
Mark Zeitling flies an EZ and works for Rutan, probably on the next
space ship, he hasn't told us.
Graham
Technical Counselor Newsletter from EAA
Posted by: "Marc J. Zeitlin" marc_zeitlin@alum.mit.edu zeitlinm
Sun Apr 22, 2007 3:33 pm (PST)
Folks:
As a Technical Counselor for the EAA, I get a newsletter (brand new,
apparently - this is Volume 1, Issue 1) call "Safety Wire". It's for
Flight Advisors too. I'm guessing that a number of you out there have
received this by now.
It was a bit thin, being brand new, but there was an interesting set
of statistics regarding Experimental Amateur Built aircraft.
Apparently, 6% of all exp. am-built fatal accidents occur on the first
or second flight of the aircraft. This is an AMAZINGLY high
percentage - it means 1/16th of all fatal accidents occur in the first
two flights - evened out, it would mean that an Exp. am-built aircraft
would have a lifetime of 32 flights. Obviously, this isn't correct,
so it shows that the dangers of the first couple of flights is WAY
higher than subsequent flights. I suppose that this seems intuitively
obvious, but this puts some quantitative value to the difference in
danger.
What's this mean? For those of you building, USE the TC program, and
even more importantly, USE the Flight Advisor program. Get a LOT of
review of your aircraft, and get a LOT of review of YOUR capabilities
before taking that first flight. Be current, and be current in many
different types of aircraft, or at LEAST in the type of aircraft that
you're going to fly. Transition training is critical to reducing the
danger of the first flight.
Be safe.....
--
Marc J. Zeitlin mailto:marc_zeitlin@alum.mit.edu
http://www.cozybuilders.org/
Message 15
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Hi Will,
When we first got our engine running we checked the oil pump 'suction'
as was called out in the Europa build manual in the engine
provisioning(?) section. We found the suction to be too great, I'm at
work now and don't remember the exact numbers. We observed that the
Europa supplied oil line from the oil cooler to oil pump inlet had a
molded 90 deg bend in it, a few inches before the pump inlet, and
suspected that the oil line was partially collapsing at this bend. We
replaced the molded elbow with a short section of 90 deg aluminum
tubing. A subsequent oil pump suction test showed a drop in suction,
bringing if fairly close to the specified maximum value. The suction
values were, as expected, greatest when the oil was cold, and dropped
off as the oil warmed up. I would expect that the elbow in the oil line
feeding the pump inlet would be most likely to collapse when the oil is
cold and the suction is at its greatest.
At the time (about six years ago) we sent emails to the Europa group
asking what values others were getting in their suction tests, but
received no responses from anyone who had performed the test. If there
is anyone who has performed the suction test, I would be interested in
hearing their numbers.
regards,
Terry Seaver
A135/N125TD
Monowheel XS with 912S, Whirlwind prop
________________________________
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William
Daniell
Sent: Monday, April 23, 2007 9:53 AM
Subject: RE: Europa-List: Oil pressure
Sorry, I forgot to add that we have purged the system as per the latest
rotax bulletin and also checked the regulator.
Correct me if I am wrong but I have seen "burping" the system. I have
always assumed that this was rotating the prop in the correct direction
with the cap of the oil tank off until you get the burping sound. Is
this correct?
The only thing that I can think of is that it is some kind of
restriction in the "circuit" which ceases to be a restriction once the
oil is less viscous (warmed up).
Will
________________________________
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jerry Rehn
Sent: Monday, April 23, 2007 11:27
Subject: RE: Europa-List: Oil pressure
You could test the oil system per SI-912-005. This would help determine
problems of suctions and pressures. Also you might try purging the
system per SI-04-1997. This is relatively easy to do and would insure
there isn't air in your system. Third check the oil relief ball and
spring for wear and contamination another easy check.
Jerry
________________________________
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William
Daniell
Sent: Monday, April 23, 2007 8:18 AM
Subject: Europa-List: Oil pressure
I know that I have asked this before but I wonder if everyone could rack
their brains.
My motor starts fine the pressure goes up to 5.5 bar for about 2-4
minutes.
It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
It then goes back up to 5.5 and stays there without a problem.
The oil pressure sender is working fine and is the gauge - I have tested
them both. The engine runs smooth and produces sufficient power. I run
avgas because the premium mogas here is 95 or lower octane.
On a hot day the pressure drop is minimal on start up. So I am thinking
that maybe this has something to do with viscosity. Perhaps even what
Ira mentioned - lead accumulation in the oil tank.
Any ideas as to the cause?
How much damage will this do? Clearly this is not ideal but it could be
one of those problems where the "solution" ends up being always out of
reach.
Will
Colombia
Message 16
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Excellent - thanks.
I will look at this and report back
Will
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Terry Seaver
(terrys)
Sent: Monday, April 23, 2007 14:29
Subject: RE: Europa-List: Oil pressure
Hi Will,
When we first got our engine running we checked the oil pump 'suction' as
was called out in the Europa build manual in the engine provisioning(?)
section. We found the suction to be too great, I'm at work now and don't
remember the exact numbers. We observed that the Europa supplied oil line
from the oil cooler to oil pump inlet had a molded 90 deg bend in it, a few
inches before the pump inlet, and suspected that the oil line was partially
collapsing at this bend. We replaced the molded elbow with a short section
of 90 deg aluminum tubing. A subsequent oil pump suction test showed a drop
in suction, bringing if fairly close to the specified maximum value. The
suction values were, as expected, greatest when the oil was cold, and
dropped off as the oil warmed up. I would expect that the elbow in the oil
line feeding the pump inlet would be most likely to collapse when the oil is
cold and the suction is at its greatest.
At the time (about six years ago) we sent emails to the Europa group asking
what values others were getting in their suction tests, but received no
responses from anyone who had performed the test. If there is anyone who
has performed the suction test, I would be interested in hearing their
numbers.
regards,
Terry Seaver
A135/N125TD
Monowheel XS with 912S, Whirlwind prop
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William Daniell
Sent: Monday, April 23, 2007 9:53 AM
Subject: RE: Europa-List: Oil pressure
Sorry, I forgot to add that we have purged the system as per the latest
rotax bulletin and also checked the regulator.
Correct me if I am wrong but I have seen "burping" the system. I have
always assumed that this was rotating the prop in the correct direction with
the cap of the oil tank off until you get the burping sound. Is this
correct?
The only thing that I can think of is that it is some kind of restriction in
the "circuit" which ceases to be a restriction once the oil is less viscous
(warmed up).
Will
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jerry Rehn
Sent: Monday, April 23, 2007 11:27
Subject: RE: Europa-List: Oil pressure
You could test the oil system per SI-912-005. This would help determine
problems of suctions and pressures. Also you might try purging the system
per SI-04-1997. This is relatively easy to do and would insure there isn't
air in your system. Third check the oil relief ball and spring for wear and
contamination another easy check.
Jerry
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William Daniell
Sent: Monday, April 23, 2007 8:18 AM
Subject: Europa-List: Oil pressure
I know that I have asked this before but I wonder if everyone could rack
their brains.
My motor starts fine the pressure goes up to 5.5 bar for about 2-4 minutes.
It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
It then goes back up to 5.5 and stays there without a problem.
The oil pressure sender is working fine and is the gauge - I have tested
them both. The engine runs smooth and produces sufficient power. I run
avgas because the premium mogas here is 95 or lower octane.
On a hot day the pressure drop is minimal on start up. So I am thinking
that maybe this has something to do with viscosity. Perhaps even what Ira
mentioned - lead accumulation in the oil tank.
Any ideas as to the cause?
How much damage will this do? Clearly this is not ideal but it could be one
of those problems where the "solution" ends up being always out of reach.
Will
Colombia
Message 17
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| Subject: | Re: Baby Blue is back! |
Hi Giles,
"How about dispensing with the springs, and replacing the cables with
piano wire ? "
Do you really advise here to get rid of a safety feature?
In case of a broken throttle cable or piano wire, you might end up with a very
silent engine. The problem here is too tight routing of a throttle cable. Change
the inner cable with a solid wire, and things will improve, probably until,
because of the same tight routing the wire breaks sooner then might be expected.
Aircraft carburettors have springs to pull full throttle in case something goes
wrong with the linkage. Please be careful when changing the basics!
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 18
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| Subject: | Report re:- "Big C" problem.... |
Well done Bob. I knew you were too bad to go early (remember I told you
only
the good die young). Seriously both Kate and I have been worried about
you
and can now put our minds at rest, as I=92m sure you can also. Hope to
see you
soon. Incidentally, we return to the I.O.M. next week for the summer and
start to plan our wedding which is scheduled for 28th July on the
island,
will you be fit by then?
Cheers
Alan
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
R.C.Harrison
Sent: 23 April 2007 18:46
Subject: Europa-List: Report re:- "Big C" problem....
Hi! All, Friends, Colleagues and Relatives alike,
I inadvertently told the world about my incident re:- prostate cancer in
that I replied to a message on the Europa Forum so I guess it not
unreasonable I now do the same to advise the current prognosis and plans
about the course of treatment on which I am about to embark!
The tumour is a small one on the outside surface of an enlarged but
benign
prostate, there is no signs of it having established anywhere else such
as
lymph glands. This news provides me with intense satisfaction and
relief.
The treatment commences almost immediately by a course of tablets and
hormone injections over 6 months in the middle of which is a course of
radio
therapy 5 days per week for 5 weeks.
Seemingly the hormones have no undue side effects such as hair loss (not
much to go at anyway!) no extra boobs but some weight increase is
possible
and they didn=92t tell me about the tiredness and =93hot flushes=94!
(Jan thought
she had done with those =85.little did she know!=94
So all in all good news (of course it is to be hoped it remains that way
).
I=92d like to thank all who were so kind as to message me with best
wishes for
a speedy recovery, our prayers have been answered.
Unfortunately long away flights will have to be on the back burner until
after the whole course so weekly flyouts will have to await another
season
(or after September)=85..if the aircraft gets to fly again any time
soon=85=85I
collect the new Rotax 914 engine on Wednesday .
Must close now and get off to this months UK Betrayed Meeting=85=85.I
trust all
you Europhiles are pleased at the air fuel increases, safety equipment
regulations brought about by our special relationship with Europe ?
Best regards
A somewhat relieved =85..
Bob H
Robt.C.Harrison
"http://www.matronics.com/Navigator?Europa-List"http://www.matronics.com/
Nav
igator?Europa-List
"http://forums.matronics.com"http://forums.matronics.com
22/04/2007
20:18
22/04/2007
20:18
Message 19
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| Subject: | Monowheel transition |
Hi Ephiles
Does anyone in the UK know of a monowheel instructor that has a monowheel
availabe to use for transition training?
My mono (XS) is close to flying and I would like to get some left seat time
before going skyward. I have about 3000 hours total time and about 1/2 of
that in tailwheels (Aeronca up to Otters) but only a couple hours in the
past year. I would love to go to the UK for however long it takes this
Summer and of course will pay the usual rate.
Any help appreciated.
Tom Friedland, Ellensburg WA USA N96V
Message 20
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| Subject: | Re: Baby Blue is back! |
josok a crit :
> Do you really advise here to get rid of a safety feature?
>
> In case of a broken throttle cable or piano wire, you might end up with a very
silent engine. The problem here is too tight routing of a throttle cable. Change
the inner cable with a solid wire, and things will improve, probably until,
because of the same tight routing the wire breaks sooner then might be expected.
>
> Aircraft carburettors have springs to pull full throttle in case something goes
wrong with the linkage. Please be careful when changing the basics!
>
Jos,
Thank you for responding.
Not all aircraft rely on spring tension to open the throttle against the
friction in the outer case. Some have a push-pull cable and the throttle
valve will stay where it is, should the control fail.
Hundreds of MCRs have been flying for years with a piano wire to replace
the stranded cable and spring, without any problem whatsoever. The
linkage is far far safer with a push-pull control than with a flimsy
stranded cable and puny spring. You can even keep the spring for your
peace of mind !
You mentioned the real cause : inadequate routing of the cable with
tight turns. This leaves you with no option to open the throttle. There
are frequent reports of buckling cable in such setups.
Do not hesitate to reroute the offending cable until it has only large
natural sweeps instead of turns. The usual place for breaking a cable is
at a wrongly rigged portion between throttle lever and cable case. So a
careful design of this portion, and some provision for pivoting is key.
Regards,
Gilles
http://contrails.free.fr
Message 21
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| Subject: | Report re:- "Big C" problem.... |
Nice to hear the good news
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Alan Burrows
Sent: Monday, April 23, 2007 15:56
Subject: RE: Europa-List: Report re:- "Big C" problem....
Well done Bob. I knew you were too bad to go early (remember I told you only
the good die young). Seriously both Kate and I have been worried about you
and can now put our minds at rest, as I'm sure you can also. Hope to see you
soon. Incidentally, we return to the I.O.M. next week for the summer and
start to plan our wedding which is scheduled for 28th July on the island,
will you be fit by then?
Cheers
Alan
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of R.C.Harrison
Sent: 23 April 2007 18:46
Subject: Europa-List: Report re:- "Big C" problem....
Hi! All, Friends, Colleagues and Relatives alike,
I inadvertently told the world about my incident re:- prostate cancer in
that I replied to a message on the Europa Forum so I guess it not
unreasonable I now do the same to advise the current prognosis and plans
about the course of treatment on which I am about to embark!
The tumour is a small one on the outside surface of an enlarged but benign
prostate, there is no signs of it having established anywhere else such as
lymph glands. This news provides me with intense satisfaction and relief.
The treatment commences almost immediately by a course of tablets and
hormone injections over 6 months in the middle of which is a course of radio
therapy 5 days per week for 5 weeks.
Seemingly the hormones have no undue side effects such as hair loss (not
much to go at anyway!) no extra boobs but some weight increase is possible
and they didn't tell me about the tiredness and "hot flushes"! (Jan thought
she had done with those ..little did she know!"
So all in all good news (of course it is to be hoped it remains that way ).
I'd like to thank all who were so kind as to message me with best wishes for
a speedy recovery, our prayers have been answered.
Unfortunately long away flights will have to be on the back burner until
after the whole course so weekly flyouts will have to await another season
(or after September)...if the aircraft gets to fly again any time soon..I
collect the new Rotax 914 engine on Wednesday .
Must close now and get off to this months UK Betrayed Meeting...I trust all
you Europhiles are pleased at the air fuel increases, safety equipment
regulations brought about by our special relationship with Europe ?
Best regards
A somewhat relieved ...
Bob H
Robt.C.Harrison
22/04/2007 20:18
Message 22
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| Subject: | Re: Oil pressure |
<<If there is anyone who has performed the suction test, I would be
interested in hearing their numbers>>
-0.1 bar (max allowable is -0.3 bar) measured on a 912S. Hose is the
'standard' Rotax-supplied Conti (routed across the top of the engine)
and oil tank fittings
The barbed push-on inlet fitting on the oil pump had been replaced with
a nipple and 180 degree preformed fitting on the engine (the delivery
hose 'approaches' under the gearbox from the S'bd side of the engine and
therefore has to turn back on itself).
It surprises me that this test is not more popular.
Duncan McF.
----- Original Message -----
From: Terry Seaver (terrys)
To: europa-list@matronics.com
Sent: Monday, April 23, 2007 8:29 PM
Subject: RE: Europa-List: Oil pressure
Hi Will,
When we first got our engine running we checked the oil pump 'suction'
as was called out in the Europa build manual in the engine
provisioning(?) section. We found the suction to be too great, I'm at
work now and don't remember the exact numbers. We observed that the
Europa supplied oil line from the oil cooler to oil pump inlet had a
molded 90 deg bend in it, a few inches before the pump inlet, and
suspected that the oil line was partially collapsing at this bend. We
replaced the molded elbow with a short section of 90 deg aluminum
tubing. A subsequent oil pump suction test showed a drop in suction,
bringing if fairly close to the specified maximum value. The suction
values were, as expected, greatest when the oil was cold, and dropped
off as the oil warmed up. I would expect that the elbow in the oil line
feeding the pump inlet would be most likely to collapse when the oil is
cold and the suction is at its greatest.
At the time (about six years ago) we sent emails to the Europa group
asking what values others were getting in their suction tests, but
received no responses from anyone who had performed the test. If there
is anyone who has performed the suction test, I would be interested in
hearing their numbers.
regards,
Terry Seaver
A135/N125TD
Monowheel XS with 912S, Whirlwind prop
-------------------------------------------------------------------------
-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William
Daniell
Sent: Monday, April 23, 2007 9:53 AM
To: europa-list@matronics.com
Subject: RE: Europa-List: Oil pressure
Sorry, I forgot to add that we have purged the system as per the
latest rotax bulletin and also checked the regulator.
Correct me if I am wrong but I have seen "burping" the system. I have
always assumed that this was rotating the prop in the correct direction
with the cap of the oil tank off until you get the burping sound. Is
this correct?
The only thing that I can think of is that it is some kind of
restriction in the "circuit" which ceases to be a restriction once the
oil is less viscous (warmed up).
Will
-------------------------------------------------------------------------
-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jerry Rehn
Sent: Monday, April 23, 2007 11:27
To: europa-list@matronics.com
Subject: RE: Europa-List: Oil pressure
You could test the oil system per SI-912-005. This would help
determine problems of suctions and pressures. Also you might try purging
the system per SI-04-1997. This is relatively easy to do and would
insure there isn't air in your system. Third check the oil relief ball
and spring for wear and contamination another easy check.
Jerry
-------------------------------------------------------------------------
-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William
Daniell
Sent: Monday, April 23, 2007 8:18 AM
To: europa-list@matronics.com
Subject: Europa-List: Oil pressure
I know that I have asked this before but I wonder if everyone could
rack their brains.
My motor starts fine the pressure goes up to 5.5 bar for about 2-4
minutes.
It then falls with not loss of rpm to 1.5 bar for about 2-5 minutes.
It then goes back up to 5.5 and stays there without a problem.
The oil pressure sender is working fine and is the gauge - I have
tested them both. The engine runs smooth and produces sufficient power.
I run avgas because the premium mogas here is 95 or lower octane.
On a hot day the pressure drop is minimal on start up. So I am
thinking that maybe this has something to do with viscosity. Perhaps
even what Ira mentioned - lead accumulation in the oil tank.
Any ideas as to the cause?
How much damage will this do? Clearly this is not ideal but it could
be one of those problems where the "solution" ends up being always out
of reach.
Will
Colombia
Message 23
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| Subject: | Re: Reamer Needed |
Hi Jos,
Many thanks for your kind offer, but I accepted an offer from Jim Butcher,
who is just across the border from here. Hope you are flying soon.
Best regards,
Karl
>From: "Jos Okhuijsen" <josok-e@ukolo.fi>
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Re: Reamer Needed
>Date: Mon, 23 Apr 2007 11:28:00 +0300
>
>
>Can send you mine, mail me off list for your address,
>
>Regards,
>
>Jos Okhuijsen
>
>rlborger <rlborger@mac.com> kirjoitti Mon, 23 Apr 2007 01:58:19 +0300:
>
>>Karl,
>>
>>Oops, forgot that the reamer is scheduled to go to Glenn Crowder in
>>Golden, Colorado after we finish here. Don't worry Glenn, I didn't
>>forget you. You are next on the list after Brian. Karl, I'll
>>probably have Glenn send it on directly to you after he finishes if
>>you don't find another in the mean time.
>>
>>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. Mod 72 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 and is being installed.
>>Installing the ROTAX 914, again.
>>3705 Lynchburg Dr.
>>Corinth, TX 76208
>>Home: 940-497-2123
>>Cel: 817-992-1117
>>
>>
>>
>>
>>
>>
>
>
>--
>workshopcam http://www.okhuijsen.org/plane
>http://www.europaowners.org/kit600
>
>
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