Today's Message Index:
----------------------
1. 02:03 AM - Timing of propller rotational position to firing impulse..... question.. (R.C.Harrison)
2. 02:28 AM - FW: Emailing: William Mills G-HOFC Swiss Trip 2005 High Res Adjusted (R.C.Harrison)
3. 04:39 AM - Re: William and Paul (ivor.phillips)
4. 09:05 AM - Rotax 914 / rough running (Gert Dalgaard)
5. 09:30 AM - Re: Rotax 914 / rough running (Jeff B)
6. 10:38 AM - Re: Rotax 914 / rough running (Richard Iddon)
7. 10:47 AM - Re: 6 Nations (William Mills)
8. 10:58 AM - Locating CS14 brackets (Fred Klein)
9. 11:05 AM - Re: South Wales Fatal Europa Crash (William Mills)
10. 11:16 AM - Re: Locating CS14 brackets (Brian Davies)
11. 12:49 PM - Re: Rotax 914 / rough running (m.clews)
12. 01:01 PM - Re: South Wales Fatal Europa Crash (Fred Klein)
13. 01:08 PM - Re: 6 Nations (Jos Okhuijsen)
14. 01:14 PM - What's up with the cost of 914? (Andrew Sarangan)
15. 01:23 PM - Locating CS14 brackets (Fred Klein)
16. 01:51 PM - Re: Locating CS14 brackets (Jos Okhuijsen)
17. 01:52 PM - Re: Rotax 914 / rough running (Gert Dalgaard)
18. 02:23 PM - Re: South Wales Fatal Europa Crash (Graham Singleton)
19. 03:07 PM - Re: What's up with the cost of 914? (glenn crowder)
20. 03:11 PM - Re: What's up with the cost of 914? (Paul McAllister)
21. 05:37 PM - Re: What's up with the cost of 914? (DuaneFamly@aol.com)
22. 05:44 PM - Re: surging engine on take-off (kbcarpenter@comcast.net)
23. 06:13 PM - Re: Rotax 914 / rough running (Jim Brown)
24. 06:41 PM - Re: What's up with the cost of 914? (Andrew Sarangan)
25. 07:07 PM - Re: What's up with the cost of 914? (M.Grass@comcast.net)
26. 08:02 PM - Re: What's up with the cost of 914? (Andrew Sarangan)
27. 08:37 PM - Re: What's up with the cost of 914? (Rick Stockton)
28. 11:11 PM - Re: Locating CS14 brackets (Keith Hickling)
Message 1
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| Subject: | Timing of propller rotational position to firing impulse..... |
question..
Hi! All
I published a message long time past about the importance of timing a
three blade prop. but on a 6 cylinder engine, with it was some detail
preferable on a 4 cylinder engine but I think not so important. The info
provided was from MT Propellers.
Would anyone who has that info stored please point me to it or "patch me
a copy" ?
Regards
Bob Harrison G-PTAG
Robt.C.Harrison
Message 2
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| Subject: | FW: Emailing: William Mills G-HOFC Swiss Trip 2005 High Res |
Adjusted
This must be an appropriate time to pass this message on as per it's
request....... Allan Hemmings has attended a number of Continental
Rally's with Mike Parkin and shared Williams company with us all. He
also was with me when my nose wheel departed 28/05/07.
Bob H G-PTAG
Robt.C.Harrison
-----Original Message-----
From: Allan Hemmings [mailto:a.hemmings@peter-hird.co.uk]
Sent: 04 June 2007 08:51
Subject: RE: Emailing: William Mills G-HOFC Swiss Trip 2005 High Res
Adjusted
Dear Bob
What a tragedy, I am absolutely shocked to the core, it certainly brings
home the dangers of flying. I only new William Mills as a perfect
gentleman not knowing his co - pilot my condolences go out to both their
families.
Would you be so kind as to register that on the Euorpa web site for me
Kind regards
Allan Hemmings
Director
Peter Hird & Sons Ltd. Registered in England, No: 1678881.
Registered Office: 127/143 English Street, Hull, East Yorkshire HU3 2BT
www.peter-hird.co.uk +44 (0)1482 227333 Tel
+44 (0)1482 587710
Message 3
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| Subject: | William and Paul |
What can I say that hasn't already been said by People more eloquent than
me, I had known William for several years and he has been a great help in my
Build, especially with all things Woodcomp, I was delighted to accept his
invitation last year to accompany him on the Europa trip to the canaries,
A great Guy and superb aviator, amply demonstrated by the landing at
Lanzarote with 25 knot crosswind in rain,
I will miss his friendly banter and smiling countenance,
My sincere condolences to both families at this sad time,
Ivor Phillips
Message 4
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| Subject: | Rotax 914 / rough running |
Hi all
I have a problem with my Rotax 914 which now have performed 450 hours
without ever missing a hart-beat.
It starts perfect and runs as expected up to 3.000 RPM's.
Above 3.000 it becomes rough and when adding more power it runs even
more and more rough.
Oil press and temp. comes up in normal range.
MP and all other parameters which can be read from the pilots seat (R-
Dat) looks normal - MP goes up to app. 30" but RPM's "stops" at about
3.000 RPMs.
In the engine room visual inspection did not uncover the problem.
All small hoses on top of engine in god condition and the same with
air-filter.
Fuel supply up to carb's checked - working OK.
Spark-plugs checked - looks fine.
Ignition checked - left and right - seems to work normal.
Any suggestions?
Regards Gert
OY-GDS
Message 5
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| Subject: | Re: Rotax 914 / rough running |
Gert,
Make sure the carb springs are not weak and are pulling the carbs, full
open.
Jeff - Baby Blue
Gert Dalgaard wrote:
>
> Hi all
>
> I have a problem with my Rotax 914 which now have performed 450 hours
> without ever missing a hart-beat.
> It starts perfect and runs as expected up to 3.000 RPM's.
> Above 3.000 it becomes rough and when adding more power it runs even
> more and more rough.
>
> Oil press and temp. comes up in normal range.
> MP and all other parameters which can be read from the pilots seat
> (R-Dat) looks normal - MP goes up to app. 30" but RPM's "stops" at
> about 3.000 RPMs.
> In the engine room visual inspection did not uncover the problem.
> All small hoses on top of engine in god condition and the same with
> air-filter.
> Fuel supply up to carb's checked - working OK.
> Spark-plugs checked - looks fine.
> Ignition checked - left and right - seems to work normal.
>
> Any suggestions?
>
> Regards Gert
> OY-GDS
>
>
> 269.8.7/830 - Release Date: 6/3/2007 12:47 PM
>
>
Message 6
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| Subject: | Rotax 914 / rough running |
Gert,
Check the throttle cables are running freely. I had one of mine sticking
and kinking in the throttle box causing rough running at higher rev's.
Richard Iddon G-RIXS
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Gert
Dalgaard
Sent: 04 June 2007 17:03
Subject: Europa-List: Rotax 914 / rough running
Hi all
I have a problem with my Rotax 914 which now have performed 450 hours
without ever missing a hart-beat.
It starts perfect and runs as expected up to 3.000 RPM's.
Above 3.000 it becomes rough and when adding more power it runs even
more and more rough.
03/06/2007 12:47
Message 7
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Hello All,
We would like to thank you all for your kind words at this tragic time,
they have been most appreciated. It has, of course, been a great shock for
us and with having to cope with the on-going investigations etc, it seems
like a terrible nightmare. We all feel that William would want you to
continue with the 6 Nations tour, almost nothing would stop him from flying!
Of course you will have your own feelings about this.
Once again thank you for your kind words.
Diana, Josephine, Jeremy and Sarah (Mills)
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Sent: Sunday, June 03, 2007 12:36 PM
Subject: Europa-List: 6 Nations
> <davidjoyce@doctors.org.uk>
>
> William Mills was due to lead the 6 Nations tour starting on 25 June. I am
> fairly clear in my own mind that William would want it to continue in
> spite
> of his tragic and devastating loss. I appreciate that not everyone will
> necessarily agree. I am happy to take over the organisation, but have not
> got any list of those who were thinking of joining the trip. I would be
> very
> grateful to hear off list or by phone (01454 260542) from anyone who was
> or
> is thinking of joining, with your views as to whether the trip should go
> on.
> I am sending this sooner rather than later because of the potential need
> to
> organise permission for flying in some of the countries likely to be
> visited. I am off the phone from tomorrow morning until Sunday10 June but
> hope to be able to pick up my emails meanwhile.
> Regards, David Joyce
>
>
> --
> 13:01
>
>
Message 8
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| Subject: | Locating CS14 brackets |
I am in the process of "Mounting quick-connect bellcrank brackets in
cockpit module".
I note on p.14-5, Step 10, a requirement for utilising the W16
bellcrank pivot holes in the spars...on p. 14-4 the manual mentions
removing the W16 bolts "as you'll need the holes when jigging up for
the brackets to support the fuselage mounted quick-connect bellcranks".
Unfortunately, way back on p. 8-11, my manual calls for the
counterbored holes for said bolts to be filled with flox over the heads
of the bolts...consequently, I cannot remove them.
I've since learned from Roger @ E04 that the manual has been revised to
alert builders of the need to defer floxing in the W16 bolts until much
later.
Tentatively, I'm thinking to get a short length of tubing and thread it
to receive the W16 bolts and then using this as a coupling to the 1/4"
threaded rod which the manual calls for to be check-nutted to the CS14
bracket...hopefully, when this is all threaded together it will signify
that the CS14 bracket is in its proper location.
I'm wondering if others have faced and dealt with this situation and
would appreciate any suggestions.
Thanks much...Fred A194
--
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Message 9
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| Subject: | Re: South Wales Fatal Europa Crash |
Mr Singleton,
It saddens me when in such tragic circumstances someone can be so wildly
speculative when so few details are known. You assume my father was piloting
the plane and assume that it was pilot error. Our family are dedicated to
finding out the truth of the matter, anyone who knows my father will know
how important the truth was to him. To my limited understanding of these
matters neither Paul or my father would have the ability to make the plane
break -up in mid air flight. However, I would not venture any further
comment until I have all the facts from the investigation, which we
understand may take many months to complete. It is not helpfull for either
family to have to deal with any suggestion of blame or fault.
Josephine (Nee Mills)
----- Original Message -----
From: "Graham Singleton" <grahamsingleton@btinternet.com>
Sent: Saturday, June 02, 2007 10:07 PM
Subject: Re: Europa-List: South Wales Fatal Europa Crash
> <grahamsingleton@btinternet.com>
>
> It saddens me greatly that William made a mistake or wrong decision or
> whatever and it cost he and Paul their lives. I thank my Guardian Angel
> that my own wrong decisions didn't cost me a similar price.
> William had an open and agile mind, (Paul did too) and he had enormous
> enthusiasm for the Europa and what it does for us all. I will try not to
> forget the things I learned from them both and I will smile when I
> remember them.
>
> Graham
>
> Mike Parkin wrote:
>> <mikenjulie.parkin@btopenworld.com>
>>
>> The world is a poorer place without Paul and William. I will miss very
>> much William's smile and soft voice. We have lost a real gentleman of
>> the Europa family.
>>
>> Mike.
>>
>
>
> --
> 269.8.3/824 - Release Date: 29/05/2007 13:01
>
>
Message 10
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| Subject: | Locating CS14 brackets |
Fred,
If you grind away as much of the flox as you can and carefully heat up the
bolt, it will come out if you want to stick to the manual procedure.
Brian Davies Kit 454
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein
Sent: 04 June 2007 18:55
Subject: Europa-List: Locating CS14 brackets
I am in the process of "Mounting quick-connect bellcrank brackets in cockpit
module".
I note on p.14-5, Step 10, a requirement for utilising the W16 bellcrank
pivot holes in the spars...on p. 14-4 the manual mentions removing the W16
bolts "as you'll need the holes when jigging up for the brackets to support
the fuselage mounted quick-connect bellcranks".
Unfortunately, way back on p. 8-11, my manual calls for the counterbored
holes for said bolts to be filled with flox over the heads of the
bolts...consequently, I cannot remove them.
I've since learned from Roger @ E04 that the manual has been revised to
alert builders of the need to defer floxing in the W16 bolts until much
later.
Tentatively, I'm thinking to get a short length of tubing and thread it to
receive the W16 bolts and then using this as a coupling to the 1/4"
threaded rod which the manual calls for to be check-nutted to the CS14
bracket...hopefully, when this is all threaded together it will signify that
the CS14 bracket is in its proper location.
I'm wondering if others have faced and dealt with this situation and would
appreciate any suggestions.
Thanks much...Fred A194
--
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12:47
12:47
Message 11
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| Subject: | Re: Rotax 914 / rough running |
We had very rough running,, and overheating, when the carb rubber connectors
betwen the carbs and the inlet manifolds became loosened.
Mike
G-OMIK
----- Original Message -----
From: "Richard Iddon" <riddon@sent.com>
Sent: Monday, June 04, 2007 6:37 PM
Subject: RE: Europa-List: Rotax 914 / rough running
>
> Gert,
>
> Check the throttle cables are running freely. I had one of mine sticking
> and kinking in the throttle box causing rough running at higher rev's.
>
> Richard Iddon G-RIXS
>
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Gert
> Dalgaard
> Sent: 04 June 2007 17:03
> To: europa-list@matronics.com
> Subject: Europa-List: Rotax 914 / rough running
>
>
> Hi all
>
> I have a problem with my Rotax 914 which now have performed 450 hours
> without ever missing a hart-beat.
> It starts perfect and runs as expected up to 3.000 RPM's.
> Above 3.000 it becomes rough and when adding more power it runs even
> more and more rough.
>
>
> 03/06/2007 12:47
>
>
>
Message 12
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| Subject: | Re: South Wales Fatal Europa Crash |
Well said, Josephine.
Courage in the days, weeks, and months ahead as the mystery unfolds. As
is obvious from all the postings, your father's piloting skills and
experience are highly respected.
With most sincere condolences,
Fred
> It saddens me when in such tragic circumstances someone can be so
> wildly speculative when so few details are known. You assume my father
> was piloting the plane and assume that it was pilot error. Our family
> are dedicated to finding out the truth of the matter, anyone who knows
> my father will know how important the truth was to him. To my limited
> understanding of these matters neither Paul or my father would have
> the ability to make the plane break -up in mid air flight. However, I
> would not venture any further comment until I have all the facts from
> the investigation, which we understand may take many months to
> complete. It is not helpfull for either family to have to deal with
> any suggestion of blame or fault.
>
> Josephine (Nee Mills)
--
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Message 13
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Diana, Josephine, Jeremy and Sarah (Mills)
Obviously you are reading this list, and it gives me the opportunity to
forward my condolances with the loss of your father. William was my
friend, and as so many others has helped me tremendously with our hobby
and other aspects of life.
It is very difficult to realise that this friend is no more. I hope you
will find the strenght to carry this loss and carry on with life.
I feel i must respectfully ask another question. Could you please suscribe
to this forum using your own name, and stop using Williams? My, and
probably others, heart stopped for a second or so to see messages from
William.
Wish you all the best,
Jos Okhuijsen
Message 14
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| Subject: | What's up with the cost of 914? |
The last time I checked (which was admittedly four or five year ago),
an uncertified 914 was selling for $18k. Now it is up to almost $30k.
With a hydraulic governor, I am looking at close to $35k. What's up
with these prices??
Message 15
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| Subject: | Locating CS14 brackets |
Thank you Bob and Brian,
I have such a reluctance to apply heat to this critical area of the
spar (notwithstanding numerous references to the use of heat, albeit w/
extreme caution, to deal with mistakes like mine), that I would be
inclined to drill out the head of the bolt along w/ the flox, punch out
what remains of the bolt and replace it, rather than attempt to heat up
the bolt.
Fred
On Monday, June 4, 2007, at 12:22 PM, R.C.Harrison wrote:
> Hi! Fred
> Brian doesn't emphasise to only apply heat to the bolt stem and protect
> the spa by the use of say a soldering mat with a hole punched through
> it
> to take the bolt.
> Regards
> Bob H G-PTAG
>
> <bdavies@dircon.co.uk>
>
> Fred,
>
> If you grind away as much of the flox as you can and carefully heat up
> the
> bolt, it will come out if you want to stick to the manual procedure.
>
> Brian Davies Kit 454
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Message 16
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| Subject: | Re: Locating CS14 brackets |
Hi Fred,
I've been through the same problem. I sanded the top of the head of the
bolt clean, and it came out with a light tap.
No major problem.
Regards,
Jos Okhuijsen
--
http://www.europaowners.org/kit600
Message 17
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| Subject: | Re: Rotax 914 / rough running |
Both carb springs renewed with stronger and the bowden-cables to are
brand-new.
Regards Gert
Den 04/06/2007 kl. 18.28 skrev Jeff B:
>
> Gert,
>
> Make sure the carb springs are not weak and are pulling the carbs,
> full open.
>
> Jeff - Baby Blue
>
> Gert Dalgaard wrote:
>>
>> Hi all
>>
>> I have a problem with my Rotax 914 which now have performed 450
>> hours without ever missing a hart-beat.
>> It starts perfect and runs as expected up to 3.000 RPM's.
>> Above 3.000 it becomes rough and when adding more power it runs
>> even more and more rough.
>>
>> Oil press and temp. comes up in normal range.
>> MP and all other parameters which can be read from the pilots seat
>> (R-Dat) looks normal - MP goes up to app. 30" but RPM's "stops" at
>> about 3.000 RPMs.
>> In the engine room visual inspection did not uncover the problem.
>> All small hoses on top of engine in god condition and the same
>> with air-filter.
>> Fuel supply up to carb's checked - working OK.
>> Spark-plugs checked - looks fine.
>> Ignition checked - left and right - seems to work normal.
>>
>> Any suggestions?
>>
>> Regards Gert
>> OY-GDS
>>
>>
>>
>>
>>
>>
>> 269.8.7/830 - Release Date: 6/3/2007 12:47 PM
>>
>>
>
>
Message 18
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| Subject: | Re: South Wales Fatal Europa Crash |
Dear Josephine
Please accept my apopogies for my earlier remarks. I have read my email
again and you are right, it does appear that I implied pilot error which
was not at all what I intended to say.
Some years ago I made a wrong decision, to continue flying rather than
accept a controlled crash. It almost cost me my own life. That was what
was in my mind when I wrote of my saddness about William. He and I had
considerable respect for each others opinions about many things.
Upsetting his family is the last thing I would want to do but now I've
done it and I'm sorry.
Graham
William Mills wrote:
> <william@wrmills.plus.com>
>
> Mr Singleton,
>
> It saddens me when in such tragic circumstances someone can be so wildly
> speculative when so few details are known. You assume my father was
> piloting the plane and assume that it was pilot error.
>
> Josephine (Nee Mills)
Message 19
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| Subject: | What's up with the cost of 914? |
Can't help but mention the Soob option. Sure been a winner for me for fiv
e years.
Same or better performance than the 914 with half the price. I did have
to adjust
the valves once.
Glenn> Date: Mon, 4 Jun 2007
13:13:57 -0700> From: asarangan@yahoo.com> Subject: Europa-List: What's up
with the cost of 914?> To: europa-list@matronics.com> > --> Europa-List mes
sage posted by: Andrew Sarangan <asarangan@yahoo.com>> > > The last time I
checked (which was admittedly four or five year ago),> an uncertified 914 w
as selling for $18k. Now it is up to almost $30k.> With a hydraulic governo
r, I am looking at close to $35k. What's up> with these prices?? > > > > >
=============> > >
_________________________________________________________________
Play free games, earn tickets, get cool prizes! Join Live Search Club.-
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Message 20
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| Subject: | What's up with the cost of 914? |
Because they can......
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Andrew
Sarangan
Sent: Monday, June 04, 2007 3:14 PM
Subject: Europa-List: What's up with the cost of 914?
The last time I checked (which was admittedly four or five year ago),
an uncertified 914 was selling for $18k. Now it is up to almost $30k.
With a hydraulic governor, I am looking at close to $35k. What's up
with these prices??
Message 21
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| Subject: | Re: What's up with the cost of 914? |
Andrew,
Seems like too many customers and not enough 914's....law of supply and
demand. Have you checked on the Jabiru 3300A? While I am not flying mine yet, it
sure looks pretty sitting on the front of my plane. And according to
FlightCrafters in Florida, they install plenty of them. Contact Andy at Suncoast
Sportplanes. He made me quite a deal on a complete engine package.
_www.suncoastjabiru.com_ (http://www.suncoastjabiru.com)
Mike Duane A207A
Redding, California
XS Conventional Gear
Jabiru 3300
Sensenich R64Z N
Ground Adjustable Prop
************************************** See what's free at http://www.aol.com.
Message 22
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| Subject: | surging engine on take-off |
I have check and checked and found nothing. I have flown it five more times and
it is doing perfect. Everyone has good ideas and at annual in two months sometingt
may shop up but for now it remains a puzzle.
Thanks,
Ken
-------------- Original message --------------
From: "William Daniell" <wdaniell@etb.net.co>
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
<html><body>
<DIV>I have check and checked and found nothing. I have flown it five more
times and it is doing perfect. Everyone has good ideas and at annual in
two months sometingt may shop up but for now it remains a puzzle.</DIV>
<DIV>Thanks, </DIV>
<DIV>Ken</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: "William Daniell"
<wdaniell@etb.net.co> <BR>
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<DIV class=Section1>
<P class=MsoNormal><FONT face=Arial color=navy size=2><SPAN style="FONT-SIZE: 10pt;
COLOR: navy; FONT-FAMILY: Arial">Remember the AeroPeru 757 that crashed into
the ocean because the tape the painted had put over the static ports had not
been removed?<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial color=navy size=2><SPAN style="FONT-SIZE: 10pt;
COLOR: navy; FONT-FAMILY: Arial">Will<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Arial color=navy size=2><SPAN style="FONT-SIZE: 10pt;
COLOR: navy; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></FONT></P>
<DIV>
<DIV class=MsoNormal style="TEXT-ALIGN: center" align=center><FONT face="Times
New Roman" size=3><SPAN style="FONT-SIZE: 12pt">
<HR tabIndex=-1 align=center width="100%" SIZE=2>
</SPAN></FONT></DIV>
<P class=MsoNormal><B><FONT face=Tahoma size=2><SPAN style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; FONT-FAMILY: Tahoma">From:</SPAN></FONT></B><FONT face=Tahoma size=2><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Tahoma"> owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] <B><SPAN style="FONT-WEIGHT: bold">On Behalf Of </SPAN></B>Richard Schultz<BR><B><SPAN style="FONT-WEIGHT: bold">Sent:</SPAN></B> Sunday, May 06, 2007 21:00<BR><B><SPAN style="FONT-WEIGHT: bold">To:</SPAN></B> europa-list@matronics.com<BR><B><SPAN style="FONT-WEIGHT: bold">Subject:</SPAN></B> RE: Europa-List: surging engine on take-off</SPAN></FONT><o:p></o:p></P></DIV>
<P class=MsoNormal><FONT face="Times New Roman" size=3><SPAN style="FONT-SIZE:
12pt"><o:p> </o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond">Ken,<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond"><o:p> </o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond">This sounds a lot like the problem I had coming back from
<?xml:namespace prefix = st1 ns = "urn:schemas-microsoft-com:office:smarttags"
/><st1:City w:st="on"><st1:place w:st="on">Oshkosh</st1:place></st1:City> 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.<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond"><o:p> </o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond">Just a thought for other places to look for your problem.<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond"><o:p> </o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond">Rich Schultz<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond">N262AE<o:p></o:p></SPAN></FONT></P>
<P class=MsoNormal><FONT face=Garamond size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Garamond"><o:p> </o:p></SPAN></FONT></P>
<DIV>
<DIV class=MsoNormal style="TEXT-ALIGN: center" align=center><FONT face="Times
New Roman" size=3><SPAN style="FONT-SIZE: 12pt">
<HR tabIndex=-1 align=center width="100%" SIZE=2>
</SPAN></FONT></DIV>
<P class=MsoNormal><B><FONT face=Tahoma size=2><SPAN style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; FONT-FAMILY: Tahoma">From:</SPAN></FONT></B><FONT face=Tahoma size=2><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Tahoma"> owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] <B><SPAN style="FONT-WEIGHT: bold">On Behalf Of </SPAN></B>ken carpenter<BR><B><SPAN style="FONT-WEIGHT: bold">Sent:</SPAN></B> Saturday, May 05, 2007 7:44 PM<BR><B><SPAN style="FONT-WEIGHT: bold">To:</SPAN></B> europa-list@matronics.com<BR><B><SPAN style="FONT-WEIGHT: bold">Subject:</SPAN></B> Europa-List: surging engine on take-off</SPAN></FONT><o:p></o:p></P></DIV>
<P class=MsoNormal><FONT face="Times New Roman" size=3><SPAN style="FONT-SIZE:
12pt"><o:p> </o:p></SPAN></FONT></P>
<DIV>
<P class=MsoNormal><FONT face=Arial size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Arial">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. </SPAN></FONT><o:p></o:p></P></DIV>
<DIV>
<P class=MsoNormal><FONT face=Arial size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Arial">Any idea? I have not tried to fly it again yet.</SPAN></FONT><o:p></o:p></P></DIV>
<DIV>
<P class=MsoNormal><FONT face=Arial size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Arial">Ken Carpenter</SPAN></FONT><o:p></o:p></P></DIV>
<DIV>
<P class=MsoNormal><FONT face=Arial size=3><SPAN style="FONT-SIZE: 12pt; FONT-FAMILY:
Arial">N 9XS 914 Mono at 430 hours TT</SPAN></FONT><o:p></o:p></P></DIV><PRE><B><FONT
face="Courier New" color=black size=2><SPAN style="FONT-WEIGHT:
bold; FONT-SIZE: 10pt; COLOR: black"><o:p> </o:p></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier New" color=black size=2><SPAN style="FONT-WEIGHT:
bold; FONT-SIZE: 10pt; COLOR: black"><o:p> </o:p></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier New" color=black size=2><SPAN style="FONT-WEIGHT:
bold; FONT-SIZE: 10pt; COLOR: black"></SPAN><o:p> </o:p></SPAN></FONT></B></PRE><SPAN
style="browse: p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" page,<o:p Subscriptions font-size:10.0pt;color:black;><SPAN style="href: 'http://www.matronics.com/Navigator?Europa-List'>http://www.matronics.com/Navigator?Europa-List</a><o:p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" font-size:10.0pt;color:black;="================"><PRE><B><FONT face="Courier New" color=black size=2><SPAN style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; COLOR: black"></SPAN><o:p> </o:p></SPAN></FONT></B></PRE><SPAN style="href: 'http://forums.matronics.com'>http://forums.matronics.com</a><o:p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" font-size:10.0pt;color:black;="================"><PRE><B><FONT
face="Courier New" color=black size=2><SPAN
style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; COLOR: black"></SPAN><o:p> </o:p></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier New" color=black size=2><SPAN
style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; COLOR: black"><o:p> </o:p></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier New" color=black size=2><SPAN
style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; COLOR: black"><o:p> </o:p></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier New" color=black size=2><SPAN
style="FONT-SIZE: 10pt; COLOR: black; o: p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" font-size:10.0pt;color:black;
-<o:p Forum Email Europa-List The - bsp;></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier New" color=black size=2><SPAN style="FONT-SIZE: 10pt; COLOR:
black; browse: p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" page,<o:p Subscriptions font-size:10.0pt;color:black;></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier
New" color=black size=2><SPAN style="FONT-SIZE: 10pt; COLOR: black; Chat: p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" font-size:10.0pt;color:black; more:<o:p></SPAN></FONT></B></PRE><PRE><B><FONT face="Courier New" color=black size=2><SPAN style="FONT-SIZE: 10pt; COLOR: black; href: 'http://www.matronics.com/Navigator?Europa-List'>http://www.matronics.com/Navigator?Europa-List</a><o:p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" font-size:10.0pt;color:black;="================<o:p"></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier
New" color=black size=2><SPAN style="FONT-SIZE: 10pt; COLOR: black; -: p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=; bsp: " font-size:10.0pt;color:black; Forums!<o:p Web></SPAN></FONT></B></PRE><PRE><B><FONT face="Courier New" color=black size=2><SPAN style="FONT-SIZE: 10pt; COLOR: black; href: 'http://forums.matronics.com'>http://forums.matronics.com</a><o:p></o:p></span></font></b></pre><pre><b><font
size=2 color=black face='Courier New'><span style=" font-size:10.0pt;color:black;="================<o:p"></SPAN></FONT></B></PRE><PRE><B><FONT
face="Courier
New" color=black size=2><SPAN style="FONT-WEIGHT: bold; FONT-SIZE: 10pt; COLOR:
black"><o:p> </o:p></SPAN></FONT></B></PRE></DIV><PRE><B><FONT face="courier
new,courier" size=2 color000000?>
</B></FONT></PRE></BLOCKQUOTE></SPAN>
<pre><b><font size=2 color="#000000" face="courier new,courier">
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Message 23
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| Subject: | Re: Rotax 914 / rough running |
Gert
On the inlet side of the electric fuel pumps, there is a fuel strainer
screen. It can be removed by using a pick or probe and gentley pulling out.
If you have not cleaned this screen, the fuel flow gets obstructed at higher
rpm's and the engine will miss.
I just hade the same problem, however the missing started at about 5300
RPM's. below that the engine ran smooth.
Jim Brown
N398JB
----- Original Message -----
From: "Gert Dalgaard" <lgds@post6.tele.dk>
Sent: Monday, June 04, 2007 4:52 PM
Subject: Re: Europa-List: Rotax 914 / rough running
>
> Both carb springs renewed with stronger and the bowden-cables to are
> brand-new.
> Regards Gert
>
>
> Den 04/06/2007 kl. 18.28 skrev Jeff B:
>
>>
>> Gert,
>>
>> Make sure the carb springs are not weak and are pulling the carbs, full
>> open.
>>
>> Jeff - Baby Blue
>>
>> Gert Dalgaard wrote:
>>>
>>> Hi all
>>>
>>> I have a problem with my Rotax 914 which now have performed 450 hours
>>> without ever missing a hart-beat.
>>> It starts perfect and runs as expected up to 3.000 RPM's.
>>> Above 3.000 it becomes rough and when adding more power it runs even
>>> more and more rough.
>>>
>>> Oil press and temp. comes up in normal range.
>>> MP and all other parameters which can be read from the pilots seat
>>> (R-Dat) looks normal - MP goes up to app. 30" but RPM's "stops" at
>>> about 3.000 RPMs.
>>> In the engine room visual inspection did not uncover the problem.
>>> All small hoses on top of engine in god condition and the same with
>>> air-filter.
>>> Fuel supply up to carb's checked - working OK.
>>> Spark-plugs checked - looks fine.
>>> Ignition checked - left and right - seems to work normal.
>>>
>>> Any suggestions?
>>>
>>> Regards Gert
>>> OY-GDS
>>>
>>>
>>>
>>>
>>>
>>>
>>> 269.8.7/830 - Release Date: 6/3/2007 12:47 PM
>>>
>>>
>>
>>
>>
>>
>
>
>
Message 24
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| Subject: | Re: What's up with the cost of 914? |
Thanks for that input. I am still a long time away from having to make
an engine decision. I purposely decided against purchasing the 914 when
I started my build. My reasoning was that I should be able to get a
better powerplant for a lower price due to the natural progress in
technology. With Rotax that turned out to be an expensive mistake.
Compared to 5 years ago, the 914 is nearly 50% more expensive, and the
Europa kit is also higher by that much.
I am hoping that in the next few years the LSA manufacturers would
create a demand for newer technology at a lower price. If Rotax can't
meet that need, someone else might. What would be exciting is a small
turbine, such as the one Innodyne is developing. If Innodyne's claims
turn out to be true, a 120-hp turbine system that runs at 8 gph and
costs under $20k should be within reach. We can dream...
So, I am going to take the wait-and-see option. I hope I don't have to
pay $50k for a 914 in a few years.
--- DuaneFamly@aol.com wrote:
> Andrew,
>
> Seems like too many customers and not enough 914's....law of supply
> and
> demand. Have you checked on the Jabiru 3300A? While I am not flying
> mine yet, it
> sure looks pretty sitting on the front of my plane. And according to
> FlightCrafters in Florida, they install plenty of them. Contact Andy
> at Suncoast
> Sportplanes. He made me quite a deal on a complete engine package.
> _www.suncoastjabiru.com_ (http://www.suncoastjabiru.com)
> Mike Duane A207A
> Redding, California
> XS Conventional Gear
> Jabiru 3300
> Sensenich R64Z N
> Ground Adjustable Prop
>
>
>
> ************************************** See what's free at
> http://www.aol.com.
>
Message 25
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| Subject: | Re: What's up with the cost of 914? |
Adrew,
All,
I hate those prices too but this is not Rotax's fault. Keep in mind that you deal
with an European product and near all (if not all) parts are made in Europe
so only the European currency can be used as a measure.
5 Years the exchange rate was at 0.90 Dollar for an Euro. That means the hard
core currency of 18000 US Dolar was worth 20000 Euros.
Today with our weak US Dollar we have to spend near 1.37 Dollar for a single Euro.
This means 30000 Dollar US buys 23000 Euro.
Now do the math.
20000 Euros with an annual price increase of only 3 % is 23000 Euros.
Not bad.
Not try to defend anybody here but it all is about fair comparison.
Regards
Michael Grass
A266 Trigaer Detroit
-------------- Original message --------------
From: Andrew Sarangan <asarangan@yahoo.com>
>
>
> The last time I checked (which was admittedly four or five year ago),
> an uncertified 914 was selling for $18k. Now it is up to almost $30k.
> With a hydraulic governor, I am looking at close to $35k. What's up
> with these prices??
>
>
>
>
>
>
>
>
<html><body>
<DIV>Adrew,</DIV>
<DIV>All,</DIV>
<DIV> </DIV>
<DIV>I hate those prices too but this is not Rotax's fault. Keep in mind that you
deal with an European product and near all (if not all) parts are made in Europe
so only the European currency can be used as a measure.</DIV>
<DIV> </DIV>
<DIV>5 Years the exchange rate was at 0.90 Dollar for an Euro. That
means the hard core currency of 18000 US Dolar was worth 20000 Euros.</DIV>
<DIV> </DIV>
<DIV>Today with our weak US Dollar we have to spend near 1.37 Dollar for a single
Euro. This means 30000 Dollar US buys 23000 Euro.</DIV>
<DIV> </DIV>
<DIV>Now do the math.</DIV>
<DIV> </DIV>
<DIV>20000 Euros with an annual price increase of only 3 % is 23000 Euros.</DIV>
<DIV> </DIV>
<DIV>Not bad.</DIV>
<DIV> </DIV>
<DIV>Not try to defend anybody here but it all is about fair comparison.</DIV>
<DIV> </DIV>
<DIV>Regards</DIV>
<DIV> </DIV>
<DIV>Michael Grass</DIV>
<DIV>A266 Trigaer Detroit </DIV>
<DIV> </DIV>
ttp://
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 26
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| Subject: | Re: What's up with the cost of 914? |
There is also the fact that USAF is buying up the 914 for the Predator
UAV's.
--- M.Grass@comcast.net wrote:
> Adrew,
> All,
>
> I hate those prices too but this is not Rotax's fault. Keep in mind
> that you deal with an European product and near all (if not all)
> parts are made in Europe so only the European currency can be used as
> a measure.
>
> 5 Years the exchange rate was at 0.90 Dollar for an Euro. That means
> the hard core currency of 18000 US Dolar was worth 20000 Euros.
>
> Today with our weak US Dollar we have to spend near 1.37 Dollar for a
> single Euro. This means 30000 Dollar US buys 23000 Euro.
>
> Now do the math.
>
> 20000 Euros with an annual price increase of only 3 % is 23000 Euros.
>
> Not bad.
>
> Not try to defend anybody here but it all is about fair comparison.
>
> Regards
>
> Michael Grass
> A266 Trigaer Detroit
>
> -------------- Original message --------------
> From: Andrew Sarangan <asarangan@yahoo.com>
>
> >
> >
> > The last time I checked (which was admittedly four or five year
> ago),
> > an uncertified 914 was selling for $18k. Now it is up to almost
> $30k.
> > With a hydraulic governor, I am looking at close to $35k. What's up
>
> > with these prices??
> >
> >
> >
> >
> >
> >
> >
> >
Message 27
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| Subject: | What's up with the cost of 914? |
Is theSoob option the Subaru Engine? If so what was the cost, what prop. What
is your aircraft weight?
glenn crowder <gcrowder2@hotmail.com> wrote: P { margin:0px; padding:0px
} body { FONT-SIZE: 10pt; FONT-FAMILY:Tahoma } Can't help but mention
the Soob option. Sure been a winner for me for five years.
Same or better performance than the 914 with half the price. I did have to adjust
the valves once.
Glenn
> Date: Mon, 4 Jun 2007 13:13:57 -0700
> From: asarangan@yahoo.com
> Subject: Europa-List: What's up with the cost of 914?
> To: europa-list@matronics.com
>
>
>
> The last time I checked (which was admittedly four or five year ago),
> an uncertified 914 was selling for $18k. Now it is up to almost $30k.
> With a hydraulic governor, I am looking at close to $35k. What's up
> with the============
>
>
>
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| Subject: | Re: Locating CS14 brackets |
Fred,
Further to Brian's suggestion of heating to remove the bolt through the
spar, it is probably worth mentioning that the current manual also points
out that it is often necessary to modify the position of this bolt after
bonding in the cockpit module as things seem to move a bit during this
procedure causing the spar bolt for W16 to come slightly out of alignment
with the CS14 bolt. I had to reposition it, but fortunately had not floxed
it in. So it might be a good idea for you not to flox it in again until
after you do the final alignment with the wings rigged.
Regards,
Keith Hickling,
New Zealand.
----- Original Message -----
From: "Fred Klein" <fklein@orcasonline.com>
Sent: Tuesday, June 05, 2007 5:55 AM
Subject: Europa-List: Locating CS14 brackets
>
> I am in the process of "Mounting quick-connect bellcrank brackets in
> cockpit module".
>
> I note on p.14-5, Step 10, a requirement for utilising the W16 bellcrank
> pivot holes in the spars...on p. 14-4 the manual mentions removing the W16
> bolts "as you'll need the holes when jigging up for the brackets to
> support the fuselage mounted quick-connect bellcranks".
>
> Unfortunately, way back on p. 8-11, my manual calls for the counterbored
> holes for said bolts to be filled with flox over the heads of the
> bolts...consequently, I cannot remove them.
>
> I've since learned from Roger @ E04 that the manual has been revised to
> alert builders of the need to defer floxing in the W16 bolts until much
> later.
>
> Tentatively, I'm thinking to get a short length of tubing and thread it to
> receive the W16 bolts and then using this as a coupling to the 1/4"
> threaded rod which the manual calls for to be check-nutted to the CS14
> bracket...hopefully, when this is all threaded together it will signify
> that the CS14 bracket is in its proper location.
>
> I'm wondering if others have faced and dealt with this situation and would
> appreciate any suggestions.
>
> Thanks much...Fred A194
>
>
> --
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>
>
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