Today's Message Index:
----------------------
1. 12:03 AM - Re: Europa has done it again. (William Mills)
2. 12:11 AM - Re: Thank you, John Lawton. (William Mills)
3. 12:31 AM - Re: Thank you, John Lawton. (Pete Lawless)
4. 01:11 AM - Re: Re: Flap Seals (William Mills)
5. 01:34 AM - Re: Europa Widen Shoulder width door mod. (Duncan & Ami McFadyean)
6. 02:56 AM - Re: Re: Flap Seals (William Daniell)
7. 02:58 AM - Re: surging engine on take-off (William Daniell)
8. 03:23 AM - Re: Tire change (Graham)
9. 04:16 AM - Re: Tire change (Gert Dalgaard)
10. 04:19 AM - Re: Re: Flap Seals (William Harrison)
11. 04:54 AM - TCU/Dongle (Hans J. Danielsen)
12. 06:19 AM - Melting silencer (Karl Heindl)
13. 06:23 AM - Re: TCU/Dongle (Jos Okhuijsen)
14. 06:27 AM - Re: Tire change (Raimo Toivio)
15. 06:37 AM - Re: Tire change (Raimo Toivio)
16. 07:14 AM - Re: Tire change (Raimo Toivio)
17. 08:07 AM - Re: Thank you, John Lawton. (Jeff B)
18. 08:23 AM - Re: Thank you, John Lawton. (Jeff B)
19. 08:32 AM - Re: Thank you, John Lawton. (Pete Lawless)
20. 09:05 AM - Re: Outrigger pivot bearing mod and Wheels (Fred Klein)
21. 10:00 AM - Re: Melting silencer (Terry Seaver (terrys))
22. 10:24 AM - Thank you, John Lawton (TELEDYNMCS@aol.com)
23. 10:25 AM - Re: Melting silencer (Karl Heindl)
24. 10:30 AM - Monowheel tyre (David.Corbett)
25. 11:36 AM - Re: Tire change (Mike Parkin)
26. 11:38 AM - Re: The child is born! (Jac van Heeswijk)
27. 11:40 AM - Re: TCU/Dongle (Mike Parkin)
28. 11:55 AM - Re: Monowheel tyre (Jerry Rehn)
29. 12:37 PM - Re: Re: Flap Seals (Roger Sheridan)
30. 12:39 PM - Re: Tire change ()
31. 12:53 PM - Re: Melting silencer (Duncan & Ami McFadyean)
32. 01:02 PM - Re: Tire change (Duncan & Ami McFadyean)
33. 01:09 PM - Re: TCU/Dongle (Jos Okhuijsen)
34. 01:12 PM - Re: Re: Flap Seals (Duncan & Ami McFadyean)
35. 01:21 PM - Re: TCU/Dongle (Simon Smith)
36. 01:39 PM - [ Justin Kennedy ] : New Email List Photo Share Available! (Email List Photo Shares)
37. 02:25 PM - Re: TCU/Dongle (Hans J. Danielsen)
38. 02:32 PM - Re: I'ze back! (Gavin & Anne)
39. 03:17 PM - Re: Re: Flap Seals (Fred Klein)
40. 03:20 PM - Re: Monowheel tyre (Hans Siedsma)
41. 03:47 PM - Re: Melting silencer (Karl Heindl)
42. 05:25 PM - Re: Melting silencer (Graham Singleton)
43. 05:25 PM - Dead weight vs. Flexibility (Fred Klein)
44. 05:59 PM - Re: Melting silencer (Karl Heindl)
45. 06:13 PM - Re: Dead weight vs. Flexibility (Steve Crimm)
46. 06:39 PM - Re: Dead weight vs. Flexibility (Fred Klein)
47. 08:56 PM - Painting metal parts (Andrew Sarangan)
48. 09:19 PM - Re: Painting metal parts (Steve Hagar)
Message 1
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Subject: | Re: Europa has done it again. |
Jeff,
Please don't forget your own skills and the loving tender care you invested
in Baby Blue. That must be a big factor in winning all these trophies.
Congratulations and best wishes,
William
----- Original Message -----
From: "Rman" <topglock@cox.net>
Sent: Sunday, May 06, 2007 3:56 PM
Subject: Europa-List: Europa has done it again.
>
> Greetings all,
>
> This little airplane never ceases to amaze me (and others, apparently).
> Mary and I attended a Louisiana Fly-in series event, yesterday and were
> surprised and quite pleased when Baby Blue was awarded the "Best of Show"
> plaque. It would seem that Europa is continuing to make a mark in the
> aviation community. Thanks to Ivan for his design and to John and Roger
> for keeping the company viable...
>
> Jeff - Baby Blue
> 284 hours
>
>
> --
> 269.6.4/790 - Release Date: 05/05/2007 10:34
>
>
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Subject: | Re: Thank you, John Lawton. |
Jeff,
Why does the tape need to be so wide, or does it just come in 2 1/4" widths?
If you get a chance, perhaps you could publish a photo.
Best wishes,
William
----- Original Message -----
From: "Rman" <topglock@cox.net>
Sent: Sunday, May 06, 2007 3:51 PM
Subject: Europa-List: Thank you, John Lawton.
>
> Last year, I had the pleasure of flying into John's airstrip, in Tennessee
> and visiting with him and his near finished bird, for a while. In our
> conversation, John mentioned how sealing up the aircraft would clean up
> the lines, resulting in better speeds. As John said, the glider guys do
> it and it works. Well, while I had Baby Blue disassembled and was
> cleaning her up for Sun-N-Fun (which she did not make, as she was still
> ailing from the weak carb spring incident) I decided to add some gap seals
> to the wing, to seal the flaps, upon retraction. What I used was a 2.25"
> wide piece of .020" styrene, a product that I use, almost daily in my
> sign/graphics business. I attached it to the wing using 1" hem tape (a
> very strong, two sided tape, used to hem banners). Once the engine was
> restored to normal operating condition, the results were immediate and
> astounding. I haven't done a complete test, yet, but the results seems to
> have yielded about 4-5 kph at cruise. It has also resulted in more float,
> during landing, which I attribute to reduced stall speeds. I say reduced
> stall speeds, because, by reducing my final approach from 65 kph to 60
> kph, across the numbers, Baby Blue lands like she used to. I'll be doing
> more extensive tests, as the weather settles. However, I am extremely
> pleased with the initial results of the simple and inexpensive mod.
> Thanks again, John for your suggestion...
>
> Jeff - Baby Blue
> 284 hours
>
>
> --
> 269.6.4/790 - Release Date: 05/05/2007 10:34
>
>
Message 3
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Subject: | Thank you, John Lawton. |
Jeff
Are you talking about landing flap up or flap down?
Regards
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William Mills
Sent: 07 May 2007 08:10
Subject: Re: Europa-List: Thank you, John Lawton.
<william@wrmills.plus.com>
Jeff,
Why does the tape need to be so wide, or does it just come in 2 1/4" widths?
If you get a chance, perhaps you could publish a photo.
Best wishes,
William
----- Original Message -----
From: "Rman" <topglock@cox.net>
Sent: Sunday, May 06, 2007 3:51 PM
Subject: Europa-List: Thank you, John Lawton.
>
> Last year, I had the pleasure of flying into John's airstrip, in Tennessee
> and visiting with him and his near finished bird, for a while. In our
> conversation, John mentioned how sealing up the aircraft would clean up
> the lines, resulting in better speeds. As John said, the glider guys do
> it and it works. Well, while I had Baby Blue disassembled and was
> cleaning her up for Sun-N-Fun (which she did not make, as she was still
> ailing from the weak carb spring incident) I decided to add some gap seals
> to the wing, to seal the flaps, upon retraction. What I used was a 2.25"
> wide piece of .020" styrene, a product that I use, almost daily in my
> sign/graphics business. I attached it to the wing using 1" hem tape (a
> very strong, two sided tape, used to hem banners). Once the engine was
> restored to normal operating condition, the results were immediate and
> astounding. I haven't done a complete test, yet, but the results seems to
> have yielded about 4-5 kph at cruise. It has also resulted in more float,
> during landing, which I attribute to reduced stall speeds. I say reduced
> stall speeds, because, by reducing my final approach from 65 kph to 60
> kph, across the numbers, Baby Blue lands like she used to. I'll be doing
> more extensive tests, as the weather settles. However, I am extremely
> pleased with the initial results of the simple and inexpensive mod.
> Thanks again, John for your suggestion...
>
> Jeff - Baby Blue
> 284 hours
>
>
> --
> 269.6.4/790 - Release Date: 05/05/2007 10:34
>
>
--
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Message 4
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If anyone in the UK finds a suitable lightweight compressible strip, please
let us know the source and the material spec.
The ailerons can be sealed by flexible adhesive tape placed over the
underside gap along the hinge line with the aileron in the full up position
(so as not to restrict any movement).
Regards,
William
----- Original Message -----
From: "Tony Krzyzewski" <tonyk@kaon.co.nz>
Sent: Monday, May 07, 2007 1:44 AM
Subject: RE: Europa-List: Re: Flap Seals
>
>>>
> Of course even when the flap is retracted, some air will find its way
> up thru the gap between the leading edge of the flap and the vertical
> face of the wing closeout, and it is this airflow which one wants to
> eliminate in order to enhance cruise efficiency.
>
> If this is so, it would seem that another way to get this increase in
> cruise efficiency might be to install a compressible strip which would
> close the gap when flaps are retracted but allow airflow over the flaps
> when they are deployed, thus maintaining the short field
> characteristics of the aircraft which, if I understand you correctly,
> have been changed. <<
>
> Adding compressible strips in the flap closeout was suggested to me some
> time ago by a person with many years of aeronautical design experience.
>
> The key is to close the airflow from lower to upper surface during
> cruise but to ensure that the lower to upper airflow over the flap
> remains per the design spec when the flaps are down.
>
> This is quite easy to achieve by adding some light doorstop strip into
> the flap closeout and, in many cases, will have already been achieved on
> the port side if the pitot/static lines were run in the flap closout as
> part of a retrofit.
>
> Tony
>
>
> --
> 10:34
>
>
Message 5
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Subject: | Re: Europa Widen Shoulder width door mod. |
Gregory,
Re. the shoulder width mod., it is not possible to sit that close to the
door if you are already sitting as high as possible in the fuselage (as you
need to be for good vis.), because the curvature of the door window against
your head prevents moving any further outboard. Unless you have broad
shoulders and/or a long neck, the mod may not be that relevant.
However, many have reported that they are no longer conscious of the door
frame contacting the side of the upper arm; but this is not something that
I've noticed personally.
The point being that the mod may not be for everyone.
Duncan McF.
----- Original Message -----
From: "gregoryf.flyboy" <gregoryf.flyboy@comcast.net>
Sent: Monday, May 07, 2007 7:54 AM
Subject: RE: Europa-List: Europa Widen Shoulder width door mod.
> <gregoryf.flyboy@comcast.net>
>
> Ok, so I will make a guess at this (a few pros and cons, based on the
> responses so far)...
>
> The bubble windows are for tall pilots, and are very easy to install, but
> may have a negative affect on the airspeed, due to the way it pokes
> outside
> the circumference of the aircraft. It would be a good choice for someone,
> where speed is not of the essence, and limited time spent on the mod is.
>
> The door sill mod increases the shoulder space of the Europa (by 1.2"),
> requires a bunch of work, but does not affect the cruise speed of the
> craft.
>
> The raised top method increases the height of the fuselage top, again for
> tall pilots. It needs to be implemented during the build of the craft, and
> will raise the forward upper part of the fuselage, and not the very rear
> of
> the upper fuselage. It requires a bunch of work, and I must believe that
> because of the increase of the frontal forward surface area of the craft
> (that the air stream will see), that it will affect the cruise speed by
> some
> extent. Probably to a much smaller extent than the bubble windows, due to
> a
> retaining of the original sleek upper fuselage contour of the Europa.
> Possibly the effect might be negligible.
>
> Anyone see something I am grossly missing?
>
> More importantly, are there any real world results that confirm any of
> this
> speculation?
>
> It would be nice to have a more complete grasp of the advantages and
> disadvantages for the above modifications.
>
>
>
Message 6
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Hmmm that would have been my question too. My understanding was that the
flaps were designed to ensure flow up through the gap. Perhaps someone can
shed light on this.
Will
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Dean Seitz
Sent: Sunday, May 06, 2007 18:48
Subject: RE: Europa-List: Re: Flap Seals
The flaps on the Europa are Slotted Flaps. They are designed to let the air
go thru the slot from the bottom to the top of the flap. The next step up is
the Fowler Flap design.
Dean Seitz
Message 7
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Subject: | surging engine on take-off |
Remember the AeroPeru 757 that crashed into the ocean because the tape the
painted had put over the static ports had not been removed?
Will
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Richard Schultz
Sent: Sunday, May 06, 2007 21:00
Subject: RE: Europa-List: surging engine on take-off
Ken,
This sounds a lot like the problem I had coming back from Oshkosh last year.
My problem was surging while in the air and the engine seemed to always work
on the ground. My problem was a plugged static pressure sender going to the
TCU control circuit. Problems like this can be caused by the airbox or
static pressure sensors or a leak in anyone of those little black hoses. I
pulled each off house during troubleshooting my problem and used a small
syringe to pressure them up in some soapy water to look for pin hole leaks.
My problem ended when I pulled the static pressure sensor and found the end
block with a rubber cap the painter had put on to keep out the dist and
overspray.
Just a thought for other places to look for your problem.
Rich Schultz
N262AE
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of ken carpenter
Sent: Saturday, May 05, 2007 7:44 PM
Subject: Europa-List: surging engine on take-off
Yesterday taking off, the engine surged as the turbo kicked in it went up to
5700 RPM then dropped back into the 4800 range. I tried several runs but
aborted the take-off as it continues to surge. Checked the prop governor
and it checked out as functioning correctly.; Took the cowl off and the
turbo arm seems to cycle correctly when the master turned on and the
throttle cycled. Tied the plane down and ran it up to 5700 rpm. It did not
surge at all.
Any idea? I have not tried to fly it again yet.
Ken Carpenter
N 9XS 914 Mono at 430 hours TT
Message 8
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----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Sunday, May 06, 2007 5:22 PM
Subject: Re: Europa-List: Tire change
How does anyone rate tyre inflation/sealing aerosols for emergency
get-you-home application?
They work quite well on motorcycles but are heavy, and pressurised of
course, to carry with you. The tyre sealant available in mastic gun
type tubes and injected through the tyre valve hole, after removing
the valve, as a permenant measure is very good and cheaper and safer.
Available, dare I say it, at John Deere dealers. One tube per tyre on
the Europa wheel should be enough.
But is it legal as a permenant sealant on our aircraft? I doubt it,
but the stuff works very well on trailer tyres and golf cart type tyres
with or without innertubes.
Message 9
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- I carry one in my AC.... could help me get home to tea one day.
/Gert
OY-GDS/mono/914
Den 07/05/2007 kl. 12.22 skrev Graham:
>
> ----- Original Message -----
> From: William Harrison
> To: europa-list@matronics.com
> Sent: Sunday, May 06, 2007 5:22 PM
> Subject: Re: Europa-List: Tire change
>
> How does anyone rate tyre inflation/sealing aerosols for emergency
> get-you-home application?
>
> They work quite well on motorcycles but are heavy, and pressurised
> of course, to carry with you. The tyre sealant available in mastic
> gun type tubes and injected through the tyre valve hole, after
> removing the valve, as a permenant measure is very good and
> cheaper and safer. Available, dare I say it, at John Deere
> dealers. One tube per tyre on the Europa wheel should be enough.
> But is it legal as a permenant sealant on our aircraft? I doubt
> it, but the stuff works very well on trailer tyres and golf cart
> type tyres with or without innertubes.
>
>
> http://www.matronics.com/Navigator?Europa-List_-
> ============================================================ _-
> forums.matronics.com_-
> ===========================================================
>
Message 10
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Presumably, UK aircraft couldn't have this mod without the blessing
of the PFA??
On 7 May 2007, at 10:55, William Daniell wrote:
> <wdaniell@etb.net.co>
>
> Hmmm that would have been my question too. My understanding was
> that the
> flaps were designed to ensure flow up through the gap. Perhaps
> someone can
> shed light on this.
> Will
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Dean
> Seitz
> Sent: Sunday, May 06, 2007 18:48
> To: europa-list@matronics.com
> Subject: RE: Europa-List: Re: Flap Seals
>
>
> The flaps on the Europa are Slotted Flaps. They are designed to
> let the air
> go thru the slot from the bottom to the top of the flap. The next
> step up is
> the Fowler Flap design.
>
>
> Dean Seitz
>
>
Message 11
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To all with early versions of the 914.
I have a few questions to the group regarding setting of throttle
positions via the data cable and a decoding unit (dongle).
My efforts to get in contact with the TCU has been unsuccessful so far
- using two different dongles, two different laptops and good help by a
computer expert. One dongle with C/D and a diskett was borrowed from
Europa 2004 -another one from our friend Gert in Denmark. Plugs have
been checked for loose connections - although the TCU itself remains to
be checked (difficult panel removing etc). The TCU works fine though,
and engine operations and indications are all normal.
In talking to one of the Rotax dealers he shed some light on my problem,
in that early versions of the engine (mine is serial#: 4417826) where
delivered with separate distributer dongles. It's unclear what the
procedure was, but Rotax changed their procedures on later versions of
TCU's. To put it short: the dongles fitting these versions are
incompatible to the earlier engines/TCU's. The dealer gave me two
choices: either get hold of one of these early dongles or change TCU to
a later version. On my question to get around the problem altogether, to
anchor the aircraft and simply run up the engine the traditional way and
set the required positions, he responded: That's your own decision!
(Any opinions on this procedure??).
Someone out there must have run into the same problem in the past, or
have access to one of these "distributer dongles". Then you will
understand my predicament. An offer to borrow me your dongle shall not
be turned down! I will of course cover postage - or even better: a
generous amount of drinks at a future fly-in! The dongle will be
returned ASAP after use. Please contact me off list for more details.
Cheers,
Hans, #334 - ready for CAA inspection.
Message 12
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Subject: | Melting silencer |
The mod 72 has one good side benefit, it gives us the chance for a real
close inspection of the back of the engine and underneath. I had to remove
the silencer for better access to the firewall and two bottom frame bolts.
Here is what I discovered :
The bottom of the silencer , starboard side, an oval area of 30x90mm was
badly pitted with strong signs of having melted. The aluminum duct directly
underneath is similarly affected. I tapped the affected area with a hammer
to look for any weakness, but it appears to be still okay. The aluminum is
paper thin and needs to be patched.
My installation is a standard 912S fwf kit with stainless exhaust system and
Singleton firewall. I never experienced any temperatures (according to the
EIS) above the permissable ranges. The EGT probes are on the exhaust stubs
of cylinders 3 and 4. I never noticed anything unusual.
There is no other heat damage. The coolant pipe directly behind it to the
radiator shows no sign of anything unusual.
My questions are:
Has anyone ever experienced or heard of anything like this before ? What
could be the possible cause ? What is the melting point of stainless steel ?
There is no direct fresh air to the bottom of the engine. Some time ago I
had taped off the starboard NACA duct, as it was supposedly designed for the
914. There was no detrimental effect to the engine temperatures. I have now
opened up the precut flap in the starboard side of the alu duct, which will
divert some fresh air to the silencer. (I believe this flap was also
designed for the 914).
One very long shot : Could there be any electrical sparking between the two
surfaces, acting like a capacitor ? I just don't see how those high
temperatures could come from the exhaust gases without also burning the
outside of the fuselage etc.
I wonder if anyone knows. And any help greatly appreciated.
Karl
_________________________________________________________________
MSN Hotmail is evolving - check out the new Windows Live Hotmail
http://get.live.com/betas/mail_betas
Message 13
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Hi Hans,
Don't know about early dongles, imho, the early versions had one dongle,
the same one for all serial numbers and versions. But the software is
tricky in that respect, that it requires MSdos, something that has
dispappered with Win98.
I got it working on XP however, by running it from an USB stick. It won't
run when installed on a hd under xp. Then, most portables don't have
serial ports anymore, forcing you to use a serial-usb adapter. That will
produse any port number but never one or two, the only ones that this
archaic software will talk to. That forces some manipulating of the
Register with regedit, and can better be left to your expert. Let him call
me, +358 40 5007853, any time.
Kind Regards,
Jos Okhuijsen
--
workshopcam http://www.okhuijsen.org/plane
http://www.europaowners.org/kit600
Message 14
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I had a situation during our maiden flight:
the tire was inflated couple of years ago
and checked just before take off but after
this happy flight we noticed it was almost empty!
So, we completed our maiden flight with broken tire!
We repaired /inflated it by using aerosol and filled
until tire=B4s pressure was 1,5 bar. So far it has been OK.
After this experience I am going to carry tire
inflation aerosol always with me. I am not sure
but think it mades a permanet fixation - not only
temporary to get home. So I rates it high!
And cheap!
And fast!
And easy!
And clean!
Wishes, Raimo
----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Sunday, May 06, 2007 7:22 PM
Subject: Re: Europa-List: Tire change
How does anyone rate tyre inflation/sealing aerosols for emergency
get-you-home application?
On 5 May 2007, at 14:48, Paul McAllister wrote:
Hi all.
For what its worth I always travel with my jacking block. I have
had one incident where my tube blew out on landing at an airport away
from my home base. It would have been very difficult to deal with the
situation had I not had a jacking block with me.
To give you an idea I had 5 hefty guys to help be move my aircraft
and it was a major effort to move it the 3 ~ 4 meters required to clear
the airstrip.
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Terry Seaver
(terrys)
Sent: Friday, May 04, 2007 5:11 PM
To: europa-list@matronics.com
Subject: RE: Europa-List: Tire change
Hi Jerry,
Another option for removing the monowheel wheel is a simple wood
jacking block, as seen in the following Europa mods link;
http://terryseaver.home.comcast.net/N135TD_mods.htm
Look at the section titled; Mono-wheel jacking block
regards,
Terry Seaver
-------------------------------------------------------------------------
-
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jerry Rehn
Sent: Friday, May 04, 2007 1:49 PM
To: europa-list@matronics.com
Subject: Europa-List: Tire change
I am going to change my tire and tube and was looking to
recommendation for lifting aircraft to remove tire. I have a hoist-crane
that I could lift at the engine or engine mount. Would that cause any
issues or too much stress at attach points? Thanks for help
Jerry
914 Mono
href="http://www.matronics.com/Navigator?Europa-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
- The Europa-List Email Forum class="Apple-converted-space"> -->
http://www.matronics.com/Navigator?Europa-List - NEW
MATRONICS WEB FORUMS - class="Apple-converted-space"> -->
http://forums.matronics.com
Message 15
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I had a situation during our maiden flight:
the tire was inflated couple of years ago
and checked just before take off but after
this happy flight we noticed it was almost empty!
So, we completed our maiden flight with broken tire!
We repaired /inflated it by using aerosol and filled
until tire=B4s pressure was 1,5 bar. So far it has been OK.
After this experience I am going to carry tire
inflation aerosol always with me. I am not sure
but think it mades a permanet fixation - not only
temporary to get home. So I rates it high!
And cheap!
And fast!
And easy!
And clean!
Wishes, Raimo
----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Sunday, May 06, 2007 7:22 PM
Subject: Re: Europa-List: Tire change
How does anyone rate tyre inflation/sealing aerosols for emergency
get-you-home application?
On 5 May 2007, at 14:48, Paul McAllister wrote:
Hi all.
For what its worth I always travel with my jacking block. I have
had one incident where my tube blew out on landing at an airport away
from my home base. It would have been very difficult to deal with the
situation had I not had a jacking block with me.
To give you an idea I had 5 hefty guys to help be move my aircraft
and it was a major effort to move it the 3 ~ 4 meters required to clear
the airstrip.
Paul
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Terry Seaver
(terrys)
Sent: Friday, May 04, 2007 5:11 PM
To: europa-list@matronics.com
Subject: RE: Europa-List: Tire change
Hi Jerry,
Another option for removing the monowheel wheel is a simple wood
jacking block, as seen in the following Europa mods link;
http://terryseaver.home.comcast.net/N135TD_mods.htm
Look at the section titled; Mono-wheel jacking block
regards,
Terry Seaver
-------------------------------------------------------------------------
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From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jerry Rehn
Sent: Friday, May 04, 2007 1:49 PM
To: europa-list@matronics.com
Subject: Europa-List: Tire change
I am going to change my tire and tube and was looking to
recommendation for lifting aircraft to remove tire. I have a hoist-crane
that I could lift at the engine or engine mount. Would that cause any
issues or too much stress at attach points? Thanks for help
Jerry
914 Mono
href="http://www.matronics.com/Navigator?Europa-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
- The Europa-List Email Forum class="Apple-converted-space"> -->
http://www.matronics.com/Navigator?Europa-List - NEW
MATRONICS WEB FORUMS - class="Apple-converted-space"> -->
http://forums.matronics.com
Message 16
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|
I have a new spare can and weighted it:
just 261 grams (=0,575 lbs).
Raimo
----- Original Message -----
From: Graham
To: europa-list@matronics.com
Sent: Monday, May 07, 2007 1:22 PM
Subject: Re: Europa-List: Tire change
----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Sunday, May 06, 2007 5:22 PM
Subject: Re: Europa-List: Tire change
How does anyone rate tyre inflation/sealing aerosols for emergency
get-you-home application?
They work quite well on motorcycles but are heavy, and pressurised
of course, to carry with you. The tyre sealant available in mastic gun
type tubes and injected through the tyre valve hole, after removing
the valve, as a permenant measure is very good and cheaper and safer.
Available, dare I say it, at John Deere dealers. One tube per tyre on
the Europa wheel should be enough.
But is it legal as a permenant sealant on our aircraft? I doubt
it, but the stuff works very well on trailer tyres and golf cart type
tyres with or without innertubes.
Message 17
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Subject: | Re: Thank you, John Lawton. |
Flaps down...
Jeff
Pete Lawless wrote:
>
> Jeff
>
> Are you talking about landing flap up or flap down?
>
> Regards
>
> Pete
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of William Mills
> Sent: 07 May 2007 08:10
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Thank you, John Lawton.
>
> <william@wrmills.plus.com>
>
> Jeff,
> Why does the tape need to be so wide, or does it just come in 2 1/4" widths?
>
> If you get a chance, perhaps you could publish a photo.
> Best wishes,
> William
>
> ----- Original Message -----
> From: "Rman" <topglock@cox.net>
> To: <europa-list@matronics.com>
> Sent: Sunday, May 06, 2007 3:51 PM
> Subject: Europa-List: Thank you, John Lawton.
>
>
>
>>
>> Last year, I had the pleasure of flying into John's airstrip, in Tennessee
>>
>
>
>> and visiting with him and his near finished bird, for a while. In our
>> conversation, John mentioned how sealing up the aircraft would clean up
>> the lines, resulting in better speeds. As John said, the glider guys do
>> it and it works. Well, while I had Baby Blue disassembled and was
>> cleaning her up for Sun-N-Fun (which she did not make, as she was still
>> ailing from the weak carb spring incident) I decided to add some gap seals
>>
>
>
>> to the wing, to seal the flaps, upon retraction. What I used was a 2.25"
>> wide piece of .020" styrene, a product that I use, almost daily in my
>> sign/graphics business. I attached it to the wing using 1" hem tape (a
>> very strong, two sided tape, used to hem banners). Once the engine was
>> restored to normal operating condition, the results were immediate and
>> astounding. I haven't done a complete test, yet, but the results seems to
>>
>
>
>> have yielded about 4-5 kph at cruise. It has also resulted in more float,
>>
>
>
>> during landing, which I attribute to reduced stall speeds. I say reduced
>> stall speeds, because, by reducing my final approach from 65 kph to 60
>> kph, across the numbers, Baby Blue lands like she used to. I'll be doing
>> more extensive tests, as the weather settles. However, I am extremely
>> pleased with the initial results of the simple and inexpensive mod.
>> Thanks again, John for your suggestion...
>>
>> Jeff - Baby Blue
>> 284 hours
>>
>>
>>
>>
>>
>>
>> --
>> 269.6.4/790 - Release Date: 05/05/2007 10:34
>>
>>
>>
>
>
>
Message 18
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Subject: | Re: Thank you, John Lawton. |
William,
1" of the 2.25"s is used up on the wing, by the attachment tape. The
other 1.25"s spans the gap and spills out onto the flap. I'm going to
trim the strip, until it affects the flight characteristics and see what
happens. I'll report my findings.
Jeff
William Mills wrote:
> <william@wrmills.plus.com>
>
> Jeff,
> Why does the tape need to be so wide, or does it just come in 2 1/4"
> widths? If you get a chance, perhaps you could publish a photo.
> Best wishes,
> William
>
> ----- Original Message ----- From: "Rman" <topglock@cox.net>
> To: <europa-list@matronics.com>
> Sent: Sunday, May 06, 2007 3:51 PM
> Subject: Europa-List: Thank you, John Lawton.
>
>
>>
>> Last year, I had the pleasure of flying into John's airstrip, in
>> Tennessee and visiting with him and his near finished bird, for a
>> while. In our conversation, John mentioned how sealing up the
>> aircraft would clean up the lines, resulting in better speeds. As
>> John said, the glider guys do it and it works. Well, while I had
>> Baby Blue disassembled and was cleaning her up for Sun-N-Fun (which
>> she did not make, as she was still ailing from the weak carb spring
>> incident) I decided to add some gap seals to the wing, to seal the
>> flaps, upon retraction. What I used was a 2.25" wide piece of .020"
>> styrene, a product that I use, almost daily in my sign/graphics
>> business. I attached it to the wing using 1" hem tape (a very
>> strong, two sided tape, used to hem banners). Once the engine was
>> restored to normal operating condition, the results were immediate
>> and astounding. I haven't done a complete test, yet, but the results
>> seems to have yielded about 4-5 kph at cruise. It has also resulted
>> in more float, during landing, which I attribute to reduced stall
>> speeds. I say reduced stall speeds, because, by reducing my final
>> approach from 65 kph to 60 kph, across the numbers, Baby Blue lands
>> like she used to. I'll be doing more extensive tests, as the weather
>> settles. However, I am extremely pleased with the initial results of
>> the simple and inexpensive mod. Thanks again, John for your
>> suggestion...
>>
>> Jeff - Baby Blue
>> 284 hours
>>
>>
>>
>>
>>
>>
>> --
>> 269.6.4/790 - Release Date: 05/05/2007 10:34
>>
>>
>
>
Message 19
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Subject: | Thank you, John Lawton. |
Jeff
That rather suggests that this 'gap seal' does not just block the gap
with
the flaps up but improves the airflow over the flap though the gap when
the
flaps are down.
Is there a picture of it anywhere?
Regards
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jeff B
Sent: 07 May 2007 16:06
Subject: Re: Europa-List: Thank you, John Lawton.
Flaps down...
Jeff
Pete Lawless wrote:
<mailto:pete@lawless.info> <pete@lawless.info>
Jeff
Are you talking about landing flap up or flap down?
Regards
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of William
Mills
Sent: 07 May 2007 08:10
Subject: Re: Europa-List: Thank you, John Lawton.
<mailto:william@wrmills.plus.com> <william@wrmills.plus.com>
Jeff,
Why does the tape need to be so wide, or does it just come in 2 1/4"
widths?
If you get a chance, perhaps you could publish a photo.
Best wishes,
William
----- Original Message -----
From: "Rman" <mailto:topglock@cox.net> <topglock@cox.net>
Sent: Sunday, May 06, 2007 3:51 PM
Subject: Europa-List: Thank you, John Lawton.
<topglock@cox.net>
Last year, I had the pleasure of flying into John's airstrip, in
Tennessee
and visiting with him and his near finished bird, for a while. In our
conversation, John mentioned how sealing up the aircraft would clean up
the lines, resulting in better speeds. As John said, the glider guys do
it and it works. Well, while I had Baby Blue disassembled and was
cleaning her up for Sun-N-Fun (which she did not make, as she was still
ailing from the weak carb spring incident) I decided to add some gap
seals
to the wing, to seal the flaps, upon retraction. What I used was a
2.25"
wide piece of .020" styrene, a product that I use, almost daily in my
sign/graphics business. I attached it to the wing using 1" hem tape (a
very strong, two sided tape, used to hem banners). Once the engine was
restored to normal operating condition, the results were immediate and
astounding. I haven't done a complete test, yet, but the results seems
to
have yielded about 4-5 kph at cruise. It has also resulted in more
float,
during landing, which I attribute to reduced stall speeds. I say
reduced
stall speeds, because, by reducing my final approach from 65 kph to 60
kph, across the numbers, Baby Blue lands like she used to. I'll be
doing
more extensive tests, as the weather settles. However, I am extremely
pleased with the initial results of the simple and inexpensive mod.
Thanks again, John for your suggestion...
Jeff - Baby Blue
284 hours
--
269.6.4/790 - Release Date: 05/05/2007 10:34
--
This message has been scanned for viruses and
dangerous content by <http://www.mailscanner.info/> MailScanner, and is
believed to be clean.
Message 20
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Subject: | Re: Outrigger pivot bearing mod and Wheels |
William,
Regarding the outrigger wheel you've used...could you check:
www.wicksaircraft.com/catalog/product_detail.php/pid52~subid 14/
index.html
Is this the wheel you're using?
Fred
A194
PS: I really enjoyed meeting you, Terry C., and Steve C. at Sun N
Fun...thanks so much for coming over...hope the trip was worthwhile!
On Sunday, May 6, 2007, at 11:57 PM, William Mills wrote:
> Whilst on the outrigger subject, I have found a source of much better
> outrigger wheels with proper sealed bearings and shielded hubs.
> They are obtained from: MSA Wheels and Castors Ltd, 10 Maclure Road,
> Rochdale, Lancs., UK.
> The spec is: 170299 EP100 Wheel + 8 mm Bush. The bush was inserted as
> a special order for me, to suit the existing outrigger bolt, so please
> make reference to the Europa aircraft outrigger wheel.
Message 21
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Subject: | Melting silencer |
Hi Karl,
We have a 912S powered XS and had problems with very high temperatures
under the cowl, near the muffler, hot enough to melt nylon tie wraps
(about 450 deg F melting point) and take the temper out of exhaust
retaining springs. We spent many months working on getting this under
control, doing many test flights with data logging of multiple in-cowl
temperatures. What we found was that air would stagnate around the
muffler, creating very high localized temperatures. Many things were
tried (some similar to what you have tried) until we finally found a
solution. We opened up the exit area for the engine compartment, closed
off the gills in the top cowl because they were letting cooling air
escape without cooling anything, and finally installed a baffle between
the foot wells to keep cooling air from just going around the back of
the engine without cooling much. These three mods forced the air to go
around the cylinders and then around both sides of the muffler.
This mod solved our in-cowl temperature problems and lowered our oil
temperatures about 20 deg F in the climb.
A write up of what we did can be found at;
http://terryseaver.home.comcast.net/N135TD_mods.htm
Look at the section titled: Engine compartment cooling
Regards,
Terry Seaver
A135/N135TD
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Karl Heindl
Sent: Monday, May 07, 2007 6:18 AM
Subject: Europa-List: Melting silencer
The mod 72 has one good side benefit, it gives us the chance for a real
close inspection of the back of the engine and underneath. I had to
remove the silencer for better access to the firewall and two bottom
frame bolts.
Here is what I discovered :
The bottom of the silencer , starboard side, an oval area of 30x90mm was
badly pitted with strong signs of having melted. The aluminum duct
directly underneath is similarly affected. I tapped the affected area
with a hammer to look for any weakness, but it appears to be still okay.
The aluminum is paper thin and needs to be patched.
My installation is a standard 912S fwf kit with stainless exhaust system
and Singleton firewall. I never experienced any temperatures (according
to the
EIS) above the permissable ranges. The EGT probes are on the exhaust
stubs of cylinders 3 and 4. I never noticed anything unusual.
There is no other heat damage. The coolant pipe directly behind it to
the radiator shows no sign of anything unusual.
My questions are:
Has anyone ever experienced or heard of anything like this before ? What
could be the possible cause ? What is the melting point of stainless
steel ?
There is no direct fresh air to the bottom of the engine. Some time ago
I had taped off the starboard NACA duct, as it was supposedly designed
for the 914. There was no detrimental effect to the engine temperatures.
I have now opened up the precut flap in the starboard side of the alu
duct, which will divert some fresh air to the silencer. (I believe this
flap was also designed for the 914).
One very long shot : Could there be any electrical sparking between the
two surfaces, acting like a capacitor ? I just don't see how those high
temperatures could come from the exhaust gases without also burning the
outside of the fuselage etc.
I wonder if anyone knows. And any help greatly appreciated.
Karl
_________________________________________________________________
MSN Hotmail is evolving - check out the new Windows Live Hotmail
http://get.live.com/betas/mail_betas
Message 22
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Subject: | Thank you, John Lawton |
In a message dated 5/7/2007 2:59:23 AM Eastern Daylight Time,
europa-list@matronics.com writes:
Thanks again, John for your suggestion...
Hey Jeff,
No problem. Glad to hear you had good results!
Regards,
John Lawton
Dunlap, TN (TN89)
N245E - Flying - Mod 72 complete and back flying
PS - Congrats on yet another award!
************************************** See what's free at http://www.aol.com.
Message 23
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Subject: | Melting silencer |
Hi Terry,
A very interesting comparison. But why doesn't everyone have this problem ?
I never noticed high temperatures, and then how can your case reach melting
point of stainless steel. And my affected area is very specific with no
scorching anywhere else.
I still have this theory about an electrical discharge between aluminum duct
and engine above. The duct, including radiators, is electrically isolated. I
assume that coolant and oil are not very good conductors.
Cheers,
Karl
>From: "Terry Seaver (terrys)" <terrys@cisco.com>
>To: <europa-list@matronics.com>
>Subject: RE: Europa-List: Melting silencer
>Date: Mon, 7 May 2007 09:58:20 -0700
>
><terrys@cisco.com>
>
>Hi Karl,
>
>We have a 912S powered XS and had problems with very high temperatures
>under the cowl, near the muffler, hot enough to melt nylon tie wraps
>(about 450 deg F melting point) and take the temper out of exhaust
>retaining springs. We spent many months working on getting this under
>control, doing many test flights with data logging of multiple in-cowl
>temperatures. What we found was that air would stagnate around the
>muffler, creating very high localized temperatures. Many things were
>tried (some similar to what you have tried) until we finally found a
>solution. We opened up the exit area for the engine compartment, closed
>off the gills in the top cowl because they were letting cooling air
>escape without cooling anything, and finally installed a baffle between
>the foot wells to keep cooling air from just going around the back of
>the engine without cooling much. These three mods forced the air to go
>around the cylinders and then around both sides of the muffler.
>This mod solved our in-cowl temperature problems and lowered our oil
>temperatures about 20 deg F in the climb.
>
>A write up of what we did can be found at;
>
>http://terryseaver.home.comcast.net/N135TD_mods.htm
>
>
>Look at the section titled: Engine compartment cooling
>
>Regards,
>Terry Seaver
>A135/N135TD
>
>
>-----Original Message-----
>From: owner-europa-list-server@matronics.com
>[mailto:owner-europa-list-server@matronics.com] On Behalf Of Karl Heindl
>Sent: Monday, May 07, 2007 6:18 AM
>To: europa-list@matronics.com
>Subject: Europa-List: Melting silencer
>
>
>
>The mod 72 has one good side benefit, it gives us the chance for a real
>close inspection of the back of the engine and underneath. I had to
>remove the silencer for better access to the firewall and two bottom
>frame bolts.
>Here is what I discovered :
>The bottom of the silencer , starboard side, an oval area of 30x90mm was
>badly pitted with strong signs of having melted. The aluminum duct
>directly underneath is similarly affected. I tapped the affected area
>with a hammer to look for any weakness, but it appears to be still okay.
>The aluminum is paper thin and needs to be patched.
>
>My installation is a standard 912S fwf kit with stainless exhaust system
>and Singleton firewall. I never experienced any temperatures (according
>to the
>EIS) above the permissable ranges. The EGT probes are on the exhaust
>stubs of cylinders 3 and 4. I never noticed anything unusual.
>There is no other heat damage. The coolant pipe directly behind it to
>the radiator shows no sign of anything unusual.
>
>My questions are:
>
>Has anyone ever experienced or heard of anything like this before ? What
>could be the possible cause ? What is the melting point of stainless
>steel ?
>
>There is no direct fresh air to the bottom of the engine. Some time ago
>I had taped off the starboard NACA duct, as it was supposedly designed
>for the 914. There was no detrimental effect to the engine temperatures.
>I have now opened up the precut flap in the starboard side of the alu
>duct, which will divert some fresh air to the silencer. (I believe this
>flap was also designed for the 914).
>
>One very long shot : Could there be any electrical sparking between the
>two surfaces, acting like a capacitor ? I just don't see how those high
>temperatures could come from the exhaust gases without also burning the
>outside of the fuselage etc.
>
>I wonder if anyone knows. And any help greatly appreciated.
>
>Karl
>
>_________________________________________________________________
>MSN Hotmail is evolving - check out the new Windows Live Hotmail
>http://get.live.com/betas/mail_betas
>
>
_________________________________________________________________
Reserve your place in history - Email Britain!
http://www.emailbritain.co.uk/
Message 24
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I have decided that I will renew my monowheel tyre for this season's
overseas tours - it is now 6 years and 400 hours old, and I do not want to
get caught out at the far eastern end of Europe.
The present tyre is a McCready 8.00 x 6, 4 ply - and that is what I ordered
from the main UK tyre supplier (via our fixed wing maint unit).
What I have been sent is an Air Trac 8.00 x 6, 4 ply; the suppliers accept
that I ordered a McCready - but say that this is the same tyre, made by the
same company.
Can anyone verify this and, more importantly, can anyone confirm that the
Air Trac will not be any wider than the McCready between the landing gear
frame?
Many thanks,
David
UK 265 - G-BZAM
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While they work admirably, the tyre inflating aerosols have one major
drawback - if the experience with my Peugeot 206 is anything to go by.
The 206 does not come with a spare tyre, so I used the supplied aerosol
to get me home. It worked brilliantly, but when I took the offending
item to the tyre place to have it repaired, I was told that after using
the aerosol it was impossible to repair. I had to buy a new tyre.
Expensive puncture.
regards,
Mike
Do not archive
----- Original Message -----
From: Gert Dalgaard
To: europa-list@matronics.com
Sent: Monday, May 07, 2007 12:14 PM
Subject: Re: Europa-List: Tire change
- I carry one in my AC.... could help me get home to tea one day.
/Gert
OY-GDS/mono/914
Den 07/05/2007 kl. 12.22 skrev Graham:
----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Sunday, May 06, 2007 5:22 PM
Subject: Re: Europa-List: Tire change
How does anyone rate tyre inflation/sealing aerosols for emergency
get-you-home application?
Message 26
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Subject: | The child is born! |
Ik heb een ongelofelijk aantal felicitaties gehad n.a.v. de eerste
vlucht
van PH-LOB. Dat heeft me nog blijer gemaakt dan ik al was. Het is
geweldig
om lid te zijn van een grote club, familie, vriendenkring en op deze
manier
de sympathie van velen te mogen ervaren. Hartelijk dank daarvoor aan
iedereen. Sorry dat het een beetje onpersoonlijk moet. Hopelijk zien wij
elkaar binnenkort, dan kunnen we het er nog eens over hebben. Op ons
gemakkie. Sjaak.
I=92ve got an unbelievably number of congratulations on occasion of the
maiden
flight of PH-LOB. That has made me even more happy than I already was.
It=92s
fantastic to be a member of a big club, family, friends circle and
receiving
this way the sympathy of so may people. My very cordial thanks to you
for
that. Sorry not to be able to personally express thanks to everybody.
Hopefully we shortly will meet again and have an extensive chat about
everything. At our very ease! Jack
Dank je Karel, Hopelijk zullen wij elkaar binnenkort eens ontmoeten
ergens
op een veld in Belgi=EB of Nederland of omgeving. Eerst maar eens een
goede
transitietraining doen. Dat is wel nodig voor mij met nog geen 500
uurtjes
in het boek. Groeten, Sjaak.
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
karelvranken
Sent: maandag 30 april 2007 11:25
Subject: Re: Europa-List: The child is born!
Well done Jack and congratulations.
Nog vele jaren hemels genot.
Karel Vranken.
----- Original Message -----
From: Jac <mailto:jac.vanheeswijk@hetnet.nl> van Heeswijk
Sent: Saturday, April 28, 2007 2:20 PM
Subject: Europa-List: The child is born!
After eight years of stumbling down and getting up again, hope and
despair,
many nights of puzzling and as many of working, lying still for weeks
and
taking up the thread again, it is finally so far. PH-LOB (nr. 394) took
to
the air on Wednesday 25 April 2007 in the capable hands of it=92s
developer
and test-pilot Ivan Shaw.
Ivan=92s comment on the first line of the journal: =93All controls and
stability
good. No wing drop. An excellent flying aircraft.=94
The fun can start now. And I am not just a little proud of that!
Jack
Message 27
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I am not sure whether it is the later TCU or the later software, but my
setup does not require the dongle, just a standard serial cable.
regards,
Mike
I received my engine in early 2002.
Do not archive
----- Original Message -----
From: Hans J. Danielsen
To: europa-list@matronics.com
Sent: Monday, May 07, 2007 12:53 PM
Subject: Europa-List: TCU/Dongle
To all with early versions of the 914.
I have a few questions to the group regarding setting of throttle
positions via the data cable and a decoding unit (dongle).
My efforts to get in contact with the TCU has been unsuccessful so
far - using two different dongles, two different laptops and good help
by a computer expert. One dongle with C/D and a diskett was borrowed
from Europa 2004 -another one from our friend Gert in Denmark. Plugs
have been checked for loose connections - although the TCU itself
remains to be checked (difficult panel removing etc). The TCU works
fine though, and engine operations and indications are all normal.
In talking to one of the Rotax dealers he shed some light on my
problem, in that early versions of the engine (mine is serial#: 4417826)
where delivered with separate distributer dongles. It's unclear what the
procedure was, but Rotax changed their procedures on later versions of
TCU's. To put it short: the dongles fitting these versions are
incompatible to the earlier engines/TCU's. The dealer gave me two
choices: either get hold of one of these early dongles or change TCU to
a later version. On my question to get around the problem altogether, to
anchor the aircraft and simply run up the engine the traditional way and
set the required positions, he responded: That's your own decision!
(Any opinions on this procedure??).
Someone out there must have run into the same problem in the past, or
have access to one of these "distributer dongles". Then you will
understand my predicament. An offer to borrow me your dongle shall not
be turned down! I will of course cover postage - or even better: a
generous amount of drinks at a future fly-in! The dongle will be
returned ASAP after use. Please contact me off list for more details.
Cheers,
Hans, #334 - ready for CAA inspection.
-------------------------------------------------------------------------
-----
06/05/2007 21:01
Message 28
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David
I just received my AirTrac which is made by McCreary. Same tire. I am
replacing mine for same reason. You should also replace tube at same time.
Tubes will stretch and if reused could fold over in new tire and create tear
and leak. Not good. I am using the 7.00x6, which gives a little added
clearance.
Jerry
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of David.Corbett
Sent: Monday, May 07, 2007 10:30 AM
Subject: Europa-List: Monowheel tyre
I have decided that I will renew my monowheel tyre for this season's
overseas tours - it is now 6 years and 400 hours old, and I do not want to
get caught out at the far eastern end of Europe.
The present tyre is a McCready 8.00 x 6, 4 ply - and that is what I ordered
from the main UK tyre supplier (via our fixed wing maint unit).
What I have been sent is an Air Trac 8.00 x 6, 4 ply; the suppliers accept
that I ordered a McCready - but say that this is the same tyre, made by the
same company.
Can anyone verify this and, more importantly, can anyone confirm that the
Air Trac will not be any wider than the McCready between the landing gear
frame?
Many thanks,
David
UK 265 - G-BZAM
Message 29
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This appears to fit the bill:
http://www.lasaero.com/las/30?part=DTD5531-60
10mm very soft silicone P seal which compresses easily to 3mm
They sent me a sample but I haven't bought the full length yet.
Cheers,
Roger
On 7 May 2007, at 09:09, William Mills wrote:
> <william@wrmills.plus.com>
>
> If anyone in the UK finds a suitable lightweight compressible
> strip, please let us know the source and the material spec.
> The ailerons can be sealed by flexible adhesive tape placed over
> the underside gap along the hinge line with the aileron in the full
> up position (so as not to restrict any movement).
> Regards,
> William
>
>
> ----- Original Message ----- From: "Tony Krzyzewski"
> <tonyk@kaon.co.nz>
> To: <europa-list@matronics.com>
> Sent: Monday, May 07, 2007 1:44 AM
> Subject: RE: Europa-List: Re: Flap Seals
>
>
>> <tonyk@kaon.co.nz>
>>
>>>>
>> Of course even when the flap is retracted, some air will find its way
>> up thru the gap between the leading edge of the flap and the vertical
>> face of the wing closeout, and it is this airflow which one wants to
>> eliminate in order to enhance cruise efficiency.
>>
>> If this is so, it would seem that another way to get this increase in
>> cruise efficiency might be to install a compressible strip which
>> would
>> close the gap when flaps are retracted but allow airflow over the
>> flaps
>> when they are deployed, thus maintaining the short field
>> characteristics of the aircraft which, if I understand you correctly,
>> have been changed. <<
>>
>> Adding compressible strips in the flap closeout was suggested to
>> me some
>> time ago by a person with many years of aeronautical design
>> experience.
>>
>> The key is to close the airflow from lower to upper surface during
>> cruise but to ensure that the lower to upper airflow over the flap
>> remains per the design spec when the flaps are down.
>>
>> This is quite easy to achieve by adding some light doorstop strip
>> into
>> the flap closeout and, in many cases, will have already been
>> achieved on
>> the port side if the pitot/static lines were run in the flap
>> closout as
>> part of a retrofit.
>>
>> Tony
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> --
>> 10:34
>>
>
>
Message 30
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For what it's worth, I remember hearing on a Monowheel you can remove
starboard wing, starboard stabilator, put seat cushions under the fuse and
roll plane on side and lift wheel off ground to fix flat.
Never tried yet, but may worthy remembering in a "Pinch".
Ron Parigoris
Message 31
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Subject: | Re: Melting silencer |
Was the "heat-stressing" opposite where one of the header pipes goes in to
the silencer i.e. where hot gases directly from the end of the header pipe
would impinge internally?
Duncan McF.
----- Original Message -----
From: "Karl Heindl" <kheindl@msn.com>
Sent: Monday, May 07, 2007 2:17 PM
Subject: Europa-List: Melting silencer
>
>
> The mod 72 has one good side benefit, it gives us the chance for a real
> close inspection of the back of the engine and underneath. I had to remove
> the silencer for better access to the firewall and two bottom frame bolts.
> Here is what I discovered :
> The bottom of the silencer , starboard side, an oval area of 30x90mm was
> badly pitted with strong signs of having melted. The aluminum duct
> directly underneath is similarly affected. I tapped the affected area with
> a hammer to look for any weakness, but it appears to be still okay. The
> aluminum is paper thin and needs to be patched.
>
> My installation is a standard 912S fwf kit with stainless exhaust system
> and Singleton firewall. I never experienced any temperatures (according to
> the EIS) above the permissable ranges. The EGT probes are on the exhaust
> stubs of cylinders 3 and 4. I never noticed anything unusual.
> There is no other heat damage. The coolant pipe directly behind it to the
> radiator shows no sign of anything unusual.
>
> My questions are:
>
> Has anyone ever experienced or heard of anything like this before ? What
> could be the possible cause ? What is the melting point of stainless steel
> ?
>
> There is no direct fresh air to the bottom of the engine. Some time ago I
> had taped off the starboard NACA duct, as it was supposedly designed for
> the 914. There was no detrimental effect to the engine temperatures. I
> have now opened up the precut flap in the starboard side of the alu duct,
> which will divert some fresh air to the silencer. (I believe this flap was
> also designed for the 914).
>
> One very long shot : Could there be any electrical sparking between the
> two surfaces, acting like a capacitor ? I just don't see how those high
> temperatures could come from the exhaust gases without also burning the
> outside of the fuselage etc.
>
> I wonder if anyone knows. And any help greatly appreciated.
>
> Karl
>
> _________________________________________________________________
> MSN Hotmail is evolving - check out the new Windows Live Hotmail
> http://get.live.com/betas/mail_betas
>
>
>
Message 32
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Some tyre fitters charge extra for a (tubeless) tyre change if sealant
has been used; they claim it's a mucky job!
Duncan McF
----- Original Message -----
From: Mike Parkin
To: europa-list@matronics.com
Sent: Monday, May 07, 2007 7:35 PM
Subject: Re: Europa-List: Tire change
While they work admirably, the tyre inflating aerosols have one major
drawback - if the experience with my Peugeot 206 is anything to go by.
The 206 does not come with a spare tyre, so I used the supplied
aerosol to get me home. It worked brilliantly, but when I took the
offending item to the tyre place to have it repaired, I was told that
after using the aerosol it was impossible to repair. I had to buy a new
tyre.
Expensive puncture.
regards,
Mike
Do not archive
----- Original Message -----
From: Gert Dalgaard
To: europa-list@matronics.com
Sent: Monday, May 07, 2007 12:14 PM
Subject: Re: Europa-List: Tire change
- I carry one in my AC.... could help me get home to tea one day.
/Gert
OY-GDS/mono/914
Den 07/05/2007 kl. 12.22 skrev Graham:
----- Original Message -----
From: William Harrison
To: europa-list@matronics.com
Sent: Sunday, May 06, 2007 5:22 PM
Subject: Re: Europa-List: Tire change
How does anyone rate tyre inflation/sealing aerosols for
emergency get-you-home application?
Message 33
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|
Back again,after having a look at the maintenance manual.
It says the dongle is only required for tcu part number 966.470, and is
not required for TCU part no 966.741
Did you have a look at the part no on the tcu?
There are 3 ! software versions though, TLR43, TLR45 and TLR46. The manual
is only talking about 4.3a and 4.6a
Hope it helps,
If needed i have the programs, but i have no dongle.
Regards,
Jos Okhuijsen
workshopcam http://www.okhuijsen.org/plane
http://www.europaowners.org/kit600
Message 34
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Roger,
Could you double-confirm please that the 10mm dimension is the thickness
prior to compression, or the width.
Duncan McF.
do not archive
----- Original Message -----
From: "Roger Sheridan" <rogerjohnsheridan@yahoo.co.uk>
Sent: Monday, May 07, 2007 8:35 PM
Subject: Re: Europa-List: Re: Flap Seals
> <rogerjohnsheridan@yahoo.co.uk>
>
> This appears to fit the bill:
>
> http://www.lasaero.com/las/30?part=DTD5531-60
>
> 10mm very soft silicone P seal which compresses easily to 3mm
>
> They sent me a sample but I haven't bought the full length yet.
>
> Cheers,
>
>
> Roger
>
>
> On 7 May 2007, at 09:09, William Mills wrote:
>
>> <william@wrmills.plus.com>
>>
>> If anyone in the UK finds a suitable lightweight compressible strip,
>> please let us know the source and the material spec.
>> The ailerons can be sealed by flexible adhesive tape placed over the
>> underside gap along the hinge line with the aileron in the full up
>> position (so as not to restrict any movement).
>> Regards,
>> William
>>
>>
>> ----- Original Message ----- From: "Tony Krzyzewski" <tonyk@kaon.co.nz>
>> To: <europa-list@matronics.com>
>> Sent: Monday, May 07, 2007 1:44 AM
>> Subject: RE: Europa-List: Re: Flap Seals
>>
>>
>>>
>>>>>
>>> Of course even when the flap is retracted, some air will find its way
>>> up thru the gap between the leading edge of the flap and the vertical
>>> face of the wing closeout, and it is this airflow which one wants to
>>> eliminate in order to enhance cruise efficiency.
>>>
>>> If this is so, it would seem that another way to get this increase in
>>> cruise efficiency might be to install a compressible strip which would
>>> close the gap when flaps are retracted but allow airflow over the flaps
>>> when they are deployed, thus maintaining the short field
>>> characteristics of the aircraft which, if I understand you correctly,
>>> have been changed. <<
>>>
>>> Adding compressible strips in the flap closeout was suggested to me
>>> some
>>> time ago by a person with many years of aeronautical design experience.
>>>
>>> The key is to close the airflow from lower to upper surface during
>>> cruise but to ensure that the lower to upper airflow over the flap
>>> remains per the design spec when the flaps are down.
>>>
>>> This is quite easy to achieve by adding some light doorstop strip into
>>> the flap closeout and, in many cases, will have already been achieved
>>> on
>>> the port side if the pitot/static lines were run in the flap closout as
>>> part of a retrofit.
>>>
>>> Tony
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> --
>>> 10:34
>>>
>>
>>
>>
>>
>>
>
>
>
Message 35
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Dongle or ordinary serial cable depend on the part number of the TCU. The
version of the software also depends on the part number of the TCU.
If it is any help, our engine is 4417578 and does require the dongle and
version 4.5 of the software.
Cheers
Simon
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Mike Parkin
Sent: 07 May 2007 19:40
Subject: Re: Europa-List: TCU/Dongle
I am not sure whether it is the later TCU or the later software, but my
setup does not require the dongle, just a standard serial cable.
regards,
Mike
I received my engine in early 2002.
Do not archive
----- Original Message -----
From: Hans J. Danielsen <mailto:hansjd@online.no>
Sent: Monday, May 07, 2007 12:53 PM
Subject: Europa-List: TCU/Dongle
To all with early versions of the 914.
I have a few questions to the group regarding setting of throttle positions
via the data cable and a decoding unit (dongle).
My efforts to get in contact with the TCU has been unsuccessful so far -
using two different dongles, two different laptops and good help by a
computer expert. One dongle with C/D and a diskett was borrowed from Europa
2004 -another one from our friend Gert in Denmark. Plugs have been checked
for loose connections - although the TCU itself remains to be checked
(difficult panel removing etc). The TCU works fine though, and engine
operations and indications are all normal.
In talking to one of the Rotax dealers he shed some light on my problem, in
that early versions of the engine (mine is serial#: 4417826) where delivered
with separate distributer dongles. It's unclear what the procedure was, but
Rotax changed their procedures on later versions of TCU's. To put it short:
the dongles fitting these versions are incompatible to the earlier
engines/TCU's. The dealer gave me two choices: either get hold of one of
these early dongles or change TCU to a later version. On my question to get
around the problem altogether, to anchor the aircraft and simply run up the
engine the traditional way and set the required positions, he responded:
That's your own decision! (Any opinions on this procedure??).
Someone out there must have run into the same problem in the past, or have
access to one of these "distributer dongles". Then you will understand my
predicament. An offer to borrow me your dongle shall not be turned down! I
will of course cover postage - or even better: a generous amount of drinks
at a future fly-in! The dongle will be returned ASAP after use. Please
contact me off list for more details.
Cheers,
Hans, #334 - ready for CAA inspection.
href="http://www.matronics.com/Navigator?Europa-List">http://www.matronhref
"http://forums.matronics.com">http://forums.matronics.com
_____
Message 36
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|
Subject: | [ Justin Kennedy ] : New Email List Photo Share Available! |
A new Email List Photo Share is available:
Poster: Justin Kennedy <justin@systemwise.co.uk>
Lists: Europa-List
Subject: A way of making comfortable seats for the Europa...
http://www.matronics.com/photoshare/justin@systemwise.co.uk.05.07.2007/index.html
----------------------------------------------------------
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
----------------------------------------------------------
Message 37
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Hi Jos.
Thank you for your advice and findings. The part no of the TCU is way in
there on the unit itself. I never did have a look at it. But it's an early
version - which should suggest 966.470.
Anyway, another Europabuilder has offered his laptop with MS-DOS, which is
supposed to be required. Maybe that will solve my problem.
Thanks again!
Hans
----- Original Message -----
From: "Jos Okhuijsen" <josok-e@ukolo.fi>
Sent: Monday, May 07, 2007 10:09 PM
Subject: Re: Europa-List: TCU/Dongle
>
> Back again,after having a look at the maintenance manual.
> It says the dongle is only required for tcu part number 966.470, and is
> not required for TCU part no 966.741
> Did you have a look at the part no on the tcu?
> There are 3 ! software versions though, TLR43, TLR45 and TLR46. The manual
> is only talking about 4.3a and 4.6a
> Hope it helps,
> If needed i have the programs, but i have no dongle.
> Regards,
>
> Jos Okhuijsen
>
>
> workshopcam http://www.okhuijsen.org/plane
> http://www.europaowners.org/kit600
>
>
>
Message 38
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Welcome back Tony
I knew it was only temporary, maybe we will still get to get airborne
together.
This summer....????
Gavin....#355
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony Krzyzewski
Sent: Monday, 7 May 2007 9:03 a.m.
Subject: Europa-List: I'ze back!
After a six month battle to resolve a major stuff up by a US based
internet service provider - which resulted in many US locations being
unable to send mail to us because they'd redirected the routes for a
large chunk of NZ internet addresses via Japan, I am now back on the
group email list.
Now all I have to do is finish the build!
Tony
Message 39
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If this seal is suitable, it would appear that it would stop airflow
thru flap gap when flaps are both deployed and retracted.
Is it then incorrect to believe that air flowing thru the gap w/ flaps
deployed is desireable for max. lift?
Fred
A194
On Monday, May 7, 2007, at 12:35 PM, Roger Sheridan wrote:
> <rogerjohnsheridan@yahoo.co.uk>
>
> This appears to fit the bill:
>
> http://www.lasaero.com/las/30?part=DTD5531-60
>
> 10mm very soft silicone P seal which compresses easily to 3mm
>
> They sent me a sample but I haven't bought the full length yet.
>
> Cheers,
>
>
> Roger
>>>
>>> The key is to close the airflow from lower to upper surface during
>>> cruise but to ensure that the lower to upper airflow over the flap
>>> remains per the design spec when the flaps are down.
>>>
>>> Tony
Message 40
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|
I changed my kit in a tri gear and have available a brand new tyre and inner
tube. If you are interested let me know. You can have it free, but only the
shipping cost is yuors.
Hans Siedsma
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of David.Corbett
Sent: Monday, May 07, 2007 19:30
To: Europa Forum
Subject: Europa-List: Monowheel tyre
I have decided that I will renew my monowheel tyre for this season's
overseas tours - it is now 6 years and 400 hours old, and I do not want to
get caught out at the far eastern end of Europe.
The present tyre is a McCready 8.00 x 6, 4 ply - and that is what I
ordered from the main UK tyre supplier (via our fixed wing maint unit).
What I have been sent is an Air Trac 8.00 x 6, 4 ply; the suppliers accept
that I ordered a McCready - but say that this is the same tyre, made by the
same company.
Can anyone verify this and, more importantly, can anyone confirm that the
Air Trac will not be any wider than the McCready between the landing gear
frame?
Many thanks,
David
UK 265 - G-BZAM
Message 41
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|
Subject: | Re: Melting silencer |
No, it was a little forward of that. Think of the temperatures. What is
stainless steel melting point ?
And if the heat came from the inside, why is not burned right through ?
Karl
>From: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
>To: <europa-list@matronics.com>
>Subject: Re: Europa-List: Melting silencer
>Date: Mon, 7 May 2007 20:52:44 +0100
>
><ami@mcfadyean.freeserve.co.uk>
>
>Was the "heat-stressing" opposite where one of the header pipes goes in to
>the silencer i.e. where hot gases directly from the end of the header pipe
>would impinge internally?
>
>Duncan McF.
>----- Original Message ----- From: "Karl Heindl" <kheindl@msn.com>
>To: <europa-list@matronics.com>
>Sent: Monday, May 07, 2007 2:17 PM
>Subject: Europa-List: Melting silencer
>
>
>>
>>
>>
>>The mod 72 has one good side benefit, it gives us the chance for a real
>>close inspection of the back of the engine and underneath. I had to remove
>>the silencer for better access to the firewall and two bottom frame bolts.
>>Here is what I discovered :
>>The bottom of the silencer , starboard side, an oval area of 30x90mm was
>>badly pitted with strong signs of having melted. The aluminum duct
>>directly underneath is similarly affected. I tapped the affected area with
>>a hammer to look for any weakness, but it appears to be still okay. The
>>aluminum is paper thin and needs to be patched.
>>
>>My installation is a standard 912S fwf kit with stainless exhaust system
>>and Singleton firewall. I never experienced any temperatures (according to
>>the EIS) above the permissable ranges. The EGT probes are on the exhaust
>>stubs of cylinders 3 and 4. I never noticed anything unusual.
>>There is no other heat damage. The coolant pipe directly behind it to the
>>radiator shows no sign of anything unusual.
>>
>>My questions are:
>>
>>Has anyone ever experienced or heard of anything like this before ? What
>>could be the possible cause ? What is the melting point of stainless steel
>>?
>>
>>There is no direct fresh air to the bottom of the engine. Some time ago I
>>had taped off the starboard NACA duct, as it was supposedly designed for
>>the 914. There was no detrimental effect to the engine temperatures. I
>>have now opened up the precut flap in the starboard side of the alu duct,
>>which will divert some fresh air to the silencer. (I believe this flap was
>>also designed for the 914).
>>
>>One very long shot : Could there be any electrical sparking between the
>>two surfaces, acting like a capacitor ? I just don't see how those high
>>temperatures could come from the exhaust gases without also burning the
>>outside of the fuselage etc.
>>
>>I wonder if anyone knows. And any help greatly appreciated.
>>
>>Karl
>>
>>_________________________________________________________________
>>MSN Hotmail is evolving - check out the new Windows Live Hotmail
>>http://get.live.com/betas/mail_betas
>>
>>
>>
>>
>>
>>
>>
>
>
_________________________________________________________________
MSN Hotmail is evolving - check out the new Windows Live Hotmail
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Subject: | Re: Melting silencer |
Karl
stainless steel melts around 1550 deg C so it's highly unlikely you have
melting.
Karl Heindl wrote:
>
>
>
> The mod 72 has one good side benefit, it gives us the chance for a real
> close inspection of the back of the engine and underneath. I had to
> remove the silencer for better access to the firewall and two bottom
> frame bolts. Here is what I discovered :
> The bottom of the silencer , starboard side, an oval area of 30x90mm was
> badly pitted with strong signs of having melted. The aluminum duct
> directly underneath is similarly affected. I tapped the affected area
> with a hammer to look for any weakness, but it appears to be still okay.
> The aluminum is paper thin and needs to be patched.
>
> My installation is a standard 912S fwf kit with stainless exhaust system
> and Singleton firewall. I never experienced any temperatures (according
> to the EIS) above the permissable ranges. The EGT probes are on the
> exhaust stubs of cylinders 3 and 4. I never noticed anything unusual.
> There is no other heat damage. The coolant pipe directly behind it to
> the radiator shows no sign of anything unusual.
>
> My questions are:
>
> Has anyone ever experienced or heard of anything like this before ? What
> could be the possible cause ? What is the melting point of stainless
> steel ?
>
> There is no direct fresh air to the bottom of the engine. Some time ago
> I had taped off the starboard NACA duct, as it was supposedly designed
> for the 914. There was no detrimental effect to the engine temperatures.
> I have now opened up the precut flap in the starboard side of the alu
> duct, which will divert some fresh air to the silencer. (I believe this
> flap was also designed for the 914).
>
> One very long shot : Could there be any electrical sparking between the
> two surfaces, acting like a capacitor ? I just don't see how those high
> temperatures could come from the exhaust gases without also burning the
> outside of the fuselage etc.
>
> I wonder if anyone knows. And any help greatly appreciated.
>
> Karl
>
> _________________________________________________________________
> MSN Hotmail is evolving - check out the new Windows Live Hotmail
> http://get.live.com/betas/mail_betas
>
>
>
>
>
>
--
Graham Singleton
Tel: +441629820187
Mob: +447739582005
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Subject: | Dead weight vs. Flexibility |
Hi All Mono-guys...
I have Bob Berube's kit for future conversion which includes hardpoints
under the seat/thigh supports. I've weighed the hardware and 3/4"
plywood at 7 lb. 2 oz. plus there would be some additional resin and
glass...and it's decision time as to whether or not to go ahead and
install it.
Are there any of you out there who wish you'd added 10# to acft. wgt.
in order to have the option of easily converting to conventional
landing gear?
Comments appreciated,
Fred
A194
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Subject: | Re: Melting silencer |
Hi Graham,
Thank you for that useful bit regarding temperature. I can assure you 100%
it is melted droplets of metal, and the aluminum underneath has melted away
almost completely. Was I hit by lightning maybe ? I did get into a
thunderstorm once.
Karl
ps: if Europe 04 send me a replacement silencer I will be happy to return
mine for inspection.
>From: Graham Singleton <grahamsingleton@btinternet.com>
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Melting silencer
>Date: Tue, 08 May 2007 01:25:26 +0100
>
><grahamsingleton@btinternet.com>
>
>Karl
>stainless steel melts around 1550 deg C so it's highly unlikely you have
>melting.
>
>Karl Heindl wrote:
>>
>>
>>
>>The mod 72 has one good side benefit, it gives us the chance for a real
>>close inspection of the back of the engine and underneath. I had to remove
>>the silencer for better access to the firewall and two bottom frame bolts.
>>Here is what I discovered :
>>The bottom of the silencer , starboard side, an oval area of 30x90mm was
>>badly pitted with strong signs of having melted. The aluminum duct
>>directly underneath is similarly affected. I tapped the affected area with
>>a hammer to look for any weakness, but it appears to be still okay. The
>>aluminum is paper thin and needs to be patched.
>>
>>My installation is a standard 912S fwf kit with stainless exhaust system
>>and Singleton firewall. I never experienced any temperatures (according to
>>the EIS) above the permissable ranges. The EGT probes are on the exhaust
>>stubs of cylinders 3 and 4. I never noticed anything unusual.
>>There is no other heat damage. The coolant pipe directly behind it to the
>>radiator shows no sign of anything unusual.
>>
>>My questions are:
>>
>>Has anyone ever experienced or heard of anything like this before ? What
>>could be the possible cause ? What is the melting point of stainless steel
>>?
>>
>>There is no direct fresh air to the bottom of the engine. Some time ago I
>>had taped off the starboard NACA duct, as it was supposedly designed for
>>the 914. There was no detrimental effect to the engine temperatures. I
>>have now opened up the precut flap in the starboard side of the alu duct,
>>which will divert some fresh air to the silencer. (I believe this flap was
>>also designed for the 914).
>>
>>One very long shot : Could there be any electrical sparking between the
>>two surfaces, acting like a capacitor ? I just don't see how those high
>>temperatures could come from the exhaust gases without also burning the
>>outside of the fuselage etc.
>>
>>I wonder if anyone knows. And any help greatly appreciated.
>>
>>Karl
>>
>>_________________________________________________________________
>>MSN Hotmail is evolving - check out the new Windows Live Hotmail
>>http://get.live.com/betas/mail_betas
>>
>>
>>
>>
>>
>>
>
>--
>Graham Singleton
>
>Tel: +441629820187
>Mob: +447739582005
>
>
_________________________________________________________________
Reserve your place in history - Email Britain!
http://www.emailbritain.co.uk/
Message 45
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Subject: | Dead weight vs. Flexibility |
Fred,
I have the airframe part of the kit already installed, attachment points
etc. Do you have the gear assembly etc?
Steve
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein
Sent: Monday, May 07, 2007 20:11
Subject: Europa-List: Dead weight vs. Flexibility
Hi All Mono-guys...
I have Bob Berube's kit for future conversion which includes hardpoints
under the seat/thigh supports. I've weighed the hardware and 3/4"
plywood at 7 lb. 2 oz. plus there would be some additional resin and
glass...and it's decision time as to whether or not to go ahead and install
it.
Are there any of you out there who wish you'd added 10# to acft. wgt.
in order to have the option of easily converting to conventional landing
gear?
Comments appreciated,
Fred
A194
Message 46
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Subject: | Re: Dead weight vs. Flexibility |
Steve...I probably purchased (about a year ago) just what you've
installed; at the time, Bob was not selling the complete package citing
difficulties in ordering individual gear legs. As I recall, he had been
quoting about $4500 USD for the complete set up but not including wheel
pants which, I believe are the ones he originally made up which have
been adopted by Europa for the tri-gear...an expense which I'd just as
soon avoid at present.
Fred
A194
On Monday, May 7, 2007, at 06:11 PM, Steve Crimm wrote:
> <steve.crimm@stephenscott.com>
>
> Fred,
>
> I have the airframe part of the kit already installed, attachment
> points
> etc. Do you have the gear assembly etc?
>
> Steve
>
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Subject: | Painting metal parts |
I know nothing about painting, except for routine touchups I have done
around the house. Now I have to decide how to paint Europa's external
metal parts such as flap arms. All my metal parts have been treated
with alodine and sprayed with zinc chromate. I am assuming that no
further primer is needed before top coat. But what kind of top coat
should I use? Can I use the garden variety Krylon brand spray paint
from the hardware store? Any special considerations?
Any insights would be greatly appreciated.
Message 48
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Subject: | Painting metal parts |
Why not go with powder coating it is more durable than paint and looks good
too.
Everything metal part I could fit in my oven got powder coated.
Steve Hagar
a143
Mesa AZ
Just finished mod 72
> [Original Message]
> From: Andrew Sarangan <asarangan@yahoo.com>
> To: <europa-list@matronics.com>
> Date: 5/7/2007 8:59:38 PM
> Subject: Europa-List: Painting metal parts
>
>
>
> I know nothing about painting, except for routine touchups I have done
> around the house. Now I have to decide how to paint Europa's external
> metal parts such as flap arms. All my metal parts have been treated
> with alodine and sprayed with zinc chromate. I am assuming that no
> further primer is needed before top coat. But what kind of top coat
> should I use? Can I use the garden variety Krylon brand spray paint
> from the hardware store? Any special considerations?
>
> Any insights would be greatly appreciated.
>
>
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