Today's Message Index:
----------------------
1. 01:45 AM - Re: Mandatory Permit Directives....multitude of paperwork.....? (Peter Jeffers)
2. 10:51 AM - Re: Height of shoulder harness support (rampil)
3. 11:04 AM - Mod 73 list (Richard Iddon)
4. 11:51 AM - Re: Re: First solo (Raimo Toivio)
5. 12:34 PM - Re: First solo (josok)
6. 01:05 PM - Re: Height of shoulder harness support (europa flugzeug fabrik)
7. 01:14 PM - Re: Re: First solo (Raimo Toivio)
8. 01:38 PM - Re: Re: First solo (Gilles Thesee)
9. 02:24 PM - Re: flying the mono (Raimo Toivio)
10. 02:34 PM - Re: Re: First solo (Graham Singleton)
11. 02:53 PM - Re: flying the mono (R.C.Harrison)
12. 10:06 PM - Re: First solo (josok)
13. 10:21 PM - Re: flying the mono (josok)
Message 1
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Subject: | Mandatory Permit Directives....multitude of paperwork.....? |
Hi Bob,
Sorry if I missed your point. I may now do the same again, so apologies
in
advance.
Firstly I am only an inspector so cannot directly influence the PFA/CAA
as
to their requirements. All I can do is try to interpret what they say
they
want!
Now as an inspector all I can do is say what I would want entered in the
log
book re the recent MPD=92s is as follows:-
1. In the main body of the book one entry to say that
MPD
=85.005 and MPD=85006 (including very brief description like
=91tailplane
attachment=92 or =91integrity of wing attachment=92) have been complied
with
together with an approved signature.
2. In the pink pages at the back, one entry each for
=85005
& ..006. =85005 annotated recurring @ 10 hr intervals and =85.006, one
time.
The two above items are completely separate and independent of Mods 72,
73 &
74. It does not matter which items are entered first provided they are
correctly dated.
I am not aware of any change in the requirements concerning inspection
or
maintenance of the nose wheel. Suffice it to say that amongst many
other
things this area requires close inspection at DI, annual, or following
any
incident.
Re the cart & horse bit, I think we will always find situations where
this
becomes a requirement to =91cover a...e=92! Hopefully this 10 hr thing
will
moderate to a more lenient period before too long, leaving the pilot to
check for him/herself on a day to day basis.
Pete
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
R.C.Harrison
Sent: 19 August 2007 18:50
Subject: RE: Europa-List: Mandatory Permit Directives....multitude of
paperwork.....?
Hi! Peter,
Thanks for the reply to my question.
Basically you have related the situation I had understood but
unwittingly
skirted my real concern.
Let me put it another way:-
My question concerns the matter of recording in the airframe book ,
Since
my aircraft has been grounded since May 28th 2006 due to the nose wheel
departure accident (which incidentally I have seen no recommendation
concerning the friction shimmy adjustment /checks since?)
it has now been re-engined and fitted with a new prop. all of which has
effectively actioned all the accident repairs that were necessary.
At the end of this re-build process all three mods =8572,73, 74 have
been
signed off as satisfactorily completed =85.to the question=85.is it
necessary to
write up details of the MPD=92s since the aforementioned mod approvals
would
therefore be in the vexed book IN FRONT OF THE MPD=92s ?
I understand the 10 hour inspection requirements but it seems somewhat
=93cart
and horse=94 to now write up the MPD=92s ?
Further :-
Obviously it seems to me somewhat wasteful of PFA inspectors time and
our
expense to continue with the 10hour inspections especially with my
torque
tube clamp mod having been fitted too?
I respect that the purpose of the inspections was in the interests of
our
safety but surely there now comes circumstance and time to waive the
necessity for continuance albeit with some specific requirements of P1
pre-flight inspections/walk round.
Regards
Bob Harrison G-PTAG
Robt.C.Harrison
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Peter
Jeffers
Sent: 19 August 2007 15:39
Subject: RE: Europa-List: Mandatory Permit Directives....multitude of
paperwork.....?
Hi Bob,
Our illustrious Safety Officer has requested that I, as Club PFA
Inspector,
reply to your posting.
As I interpret the requirements, MPD 2007-006 (integrity of wing
attachments, CLASSICS only) is a one off inspection, which if the a/c
passes, may be signed off once and for ever. If the a/c does not pass
this
inspection then it must be grounded forthwith and reference must be made
to
Europa 2004 for guidance of how to fix the problem. In this instance
MPD
2007-006 may not be signed off until such appropriate rectification is
carried out.
MOD 74 has to be incorporated within 10 hrs from 1st Aug, but in itself
does
not provide rectification for any fault shown up in the 006 directive.
MPD 2007- 005, which refers to tail plane attachment, has to be repeated
once every 10 flight hours after the initial successful inspection.
There
is no relief from this requirement at present. If the a/c failed the
initial MPD 2007-005 inspection then it has to be grounded until such
time
as suitable rectification work has been approved by Europa 2004/PFA,
carried
out and signed off by a PFA inspector.
If the initial failure notice was due only to non compliant pip pin
holes
then Mod 73 allowed the a/c to fly once more but still requires 10 hr
repetitive checking of the other items covered by the directive.
If failure was due to any of the other items mentioned, eg movement of
TP9
on the torque shaft or excessive movement of the TP12=92s then once more
the
a/c has to be grounded until such time as this fault can be rectified.
Even
then it is still subject to repetitive 10 checks as per MPD 2007-005.
We all hope that a route forward will soon be forthcoming from
PFA/Europa
2004 which will increase the period or remove the requirement all
together.
So in short, carrying out the Mods73 & 74 does not eliminate the
requirement
for 10hr tailplane attachment checks.
I know it is not the answer you wanted but I hope it helps.
Pete Jeffers PFA Insp.
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
R.C.Harrison
Sent: 18 August 2007 10:57
Subject: Europa-List: Mandatory Permit Directives....multitude of
paperwork.....?
Hi! All and particularly our illustrious Safety Officer Mike Gregory.
Having now completed mods 72/73/74, not withstanding the necessity for
10
hourly inspections continuing, if those mods are signed off by the
Inspector
does the MPD=92s still need entering and signing off in the airframe log
book
or can it be assumed that the mods being signed off superedes the
necessity
to enter up the MPD=92s? =85=85=85paper and more paper=85=85..
Regards
Robt.C.Harrison
17/08/2007 17:43
- The Europa-List Email Forum -
"http://www.matronics.com/Navigator?Europa-List"http://www.matronics.com/
Nav
igator?Europa-List
"http://forums.matronics.com"http://forums.matronics.com
19/08/2007
07:27
19/08/2007
07:27
Message 2
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Subject: | Re: Height of shoulder harness support |
There are no regulations that pertain to homebuilt AC.
There however an Advisory Circular AC21-34H which I can not
enclose below because it is 5 Mb and too big for the forum.
Find it with google on the FAA site
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130124#130124
Message 3
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Results from the implementation of mod 73 have now just about dried up
so this is the last time I will publish the list on the forum.
I also intend to send a copy to the PFA as suggested previously.
Thanks to all who sent me their data.
Richard Iddon G-RIXS
Name
Country
Reg
Type
Hours
Landing sfc.
Mod 73 progress
Disbonding of TP6
Pip Pins
Problems found
Richard Iddon
UK
G-RIXS
Tri gear
365
Tarmac
Completed
None found
2in.
nothing major
Steve Pitt
UK
G-SMDH
Tri gear
46
Grass
Completed
None found
2in.
nothing major
Ron Jones
UK
G-RJWX
Mono
320
Both
Completed
None found
Original
None
Tim Ward
NZ
ZK-TIM
Mono
Not done
None found
Original
Very slight movement in starboard TP12. Present on installing (1998)-
no worse
Danny Shepherd
UK
G-CERI
Tri Gear
Completed
None found
2in.
Pete Jeffers
UK
G-BVIZ
Tri Gear
Completed
None found
2in.
well within limits
Brian Davies
UK
G-DDBD
Tri Gear
20
mixed
Completed
None found
1.9in.
none
Graham Drake
UK
G-CCOV
Mono
60
Mostly Hard
Completed
None found
2in.
Sarah Attubato
UK
G-BWDP
Mono
N/A
N/A
Completed
None found
2in.
These are new replacement tailplanes that had already been built
David Watts
UK
G-BXDY
Mono
1250
Mostly Grass
Completed
None found
2in.
Nigel Charles
UK
G-MIME
Mono
Completed
None found
2in.
nothing major
Mike Clews
UK
G-OMIK
Mono
500
Grass
Completed
None found
Original
nothing major
Arthur Orchard
uk
G-JOST
Tri Gear
17.5 hrs
Tar/Mac
completed
none found
original
nothing found
Colin Smallwood
UK
G-DEBR
Tri Gear
Tarmac
W.I.P
None found
2in
TP5 Port,Moved .25" Outboard
Alasdair Milne
UK
G-CBYN
Tri Gear
470
Grass
Completed
None
original
none
Trev Pond
UK
G-LINN
Tri Gear
Grass
Completed
None found
Original
none
Robert Marston
UK
G-CDBX
Tri Gear
230
Grass
Completed
None
Original
Bob Fairall
UK
G-BXLK
Mono
385
Grass
Completed
2"
None
Geoff Leedham
UK
G-EOFS
tri Gear
320
Grass
Completed
None found
1.9"
None found
Stephen Vestuti
UK
G-CEBV
Tri Gear
22
Tarmac
Completed
Duncan McFadyean
UK
G-BXII
Tail Dragger
360
Mostly grass
Completed
none found
original
none
Karel Vranken
B
F-PKRL
Mono
60
Both
Done 2002
None found
Original
I did exactly what mod 73 prescribes before doing the lay ups.
Richard Holder
UK
G-OWWW
Tri Gear Classic
257
70% Grass
Completed
Port side disbonded
2in.
Some movement between left hand TP12 and TP4 - within limits.
Bob Harrison
UK
G-PTAG
Tri Gear
600
Completed
None
Original
Torque tube clamps fitted.
Bruno Reith kit 379
D-EUVT
XS Mono
Just finished
Grass
Completed
Anthony van Eldik
UK
G-FLOR
Mono Classic
217
Grass
Completed
None
Original
None
David Joyce
UK
G-XSDJ
Mono
510
Both
Completed
None found
Original
Nothing significant.
Niels Kock
DK
OY-ODA
Mono
Completed
None
Original
No slop
Roddy Kesterton
UK
G-IKRK
Mono Classic wings
110
Mainly Grass
Completed
None found
2in.
None
Michel Auvray
Fr
F-PFGT
Mono
320
Grass
Completed
None
Original
None
Paddy Clarke
UK
G-KIMM
Mono
670
Mostly Grass
Completed
None
Original
None
Ian Rickard
UK
G-IANI
Tri Gear
85
Grass
Completed
None
Standard
None
Terry Clark
UK
G-IRON
Tri Gear
40
Grass
Completed
None
Standard
None
Niigel Wakeling
UK
G-FELL
Tri Gear
Completed
None
Standard
None
Herve Henri Remi
UK
G-CHET
Tri Gear
Completed
None
Standard
None
Bob Gibbs
UK
G-IBBS
Mono
Completed
None
Standard
None
Roger Anderson
UK
G-BXTD
Classic
472
Mostly Grass
Completed
No disbonding
Original
No problems
Pete Lawless
UK
G-RMAC
400
50/50
Completed
No disbonding
2in.
No problems
Bryan Allsop
UK
G-BYSA
Mono
440
Mostly grass
Completed
None
Original
No problems
Tony Kay
UK
G-TKAY
Classic
Completed
None
No problems
Willie Harrison
UK
G-BZNY
Tri Gear
143
Both
Completed
None
No problems
20/08/2007 17:44
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Jos,
the warmest congratulations!
I agree too: I am totally satisfied
for the combination of the water
thermostat and the water-oil exchanger.
Ambient temp is around 20-25C and
I see typically water 90C and oil 100C.
No matter the power and how long
- it can be what so ever between 0-100%
and temps are always between limits easily.
I think also it is better to fly w/o Evans.
I hardly can wait next winter and the
future cold flying season: what will be
water and oil temp when air is -40C?
Probably more ok now than flying
WITHOUT thermostat...it is like keeping
the window open when very cold.
About a year ago I got plenty of warnings
concerning water thermostat - I am happy
I kept my thoughts. You too?
Regards, Raimo
==========
----- Original Message -----
From: "josok" <josok-e@ukolo.fi>
Sent: Sunday, August 19, 2007 7:08 PM
Subject: Europa-List: Re: First solo
>
> Hi Steve,
>
> Put your hands under your armpits, pull yourself up and finish your plane, i
would say. It's more then worth it. If i can possibly help, eventually hands on,
let me know and we'll arrange something. That counts for everybody here. I
had the luck that at the right moment somebody would be there to give me the little
push i needed. Usually they never realized that :-)
>
> The oil/water heat exchanger seems to work fine. Together with a water thermostat,
the oil is always around the 100 Celsius. Today the temperature was 10
c, and i climbed to 7000 feet, 75% power in about 10 minutes. Oil 110, and water
120 c Then down, throttle almost closed, near VNE and the oil came down to
70 C, just like the water. No danger of shock cooling on this one. I had to change
the Evans though, because it would run too hot too soon. That problem is
gone now, i probably can run 100% forever. But easy does it, something to try
later with some more hours on the block.
>
> Kind Regards,
>
> Jos Okhuijsen
>
>
>
>
>
>
> Visit - www.EuropaOwners.org
>
>
>
>
>
>
>
>
>
Message 5
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Thanks Raimo, and all the others who answered in email or forum.
Yes, at least in our conditions the exceptional cooling system Pertti came up with,
seems to work. Today i climbed at 100% power to 9500 feet, OAT -5 and had
120 C on oil, don't have a coolant meter, the hottest CHT was around 130 C under
the spark plug. Then on 55 % a long descent, lowest oil temp was 65 C. 0 %
power will probably produce lower temps, but i forgot to try that for some reason
:-) There is however an annoying difference, especially on climb out between
the front 2 and rear cylinders. Today it showed 40 C difference. Number 3,
above the turbo and air inlet is always the hottest. I suspect the naca scoop
and the shroud over cyl 3 to work against each other. Maybe i have to close the
gap around the air filter in the air filter chamber. Anybody to offer any insight
before i try?
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
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Subject: | Re: Height of shoulder harness support |
Just go to faa.gov, and in the search box, type: AC 21-34.
F--
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130159#130159
Message 7
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Jos,
***0 % power will probably produce lower temps, but i forgot to try that for some
reason :-) ***
sorry - I meant idle power and prop windmilling.
BTW I have seen real 0% when I practised standing prop landings.
I have some nice pics where a standing blade is visible.
I did not record water & oil temps in that situation!
I was quite a busy in the cockpit.
***There is however an annoying difference, especially on climb out between the
front 2 and rear cylinders. Today it showed 40 C difference. Number 3, above
the turbo and air inlet is always the hottest. I suspect the naca scoop and the
shroud over cyl 3 to work against each other. Maybe i have to close the gap
around the air filter in the air filter chamber. Anybody to offer any insight
before i try?***
Have you noticed those gills are almost useless?
I just tried and covered them and saw nothing influence.
Of course they look nice anyway!
Do you have an extra air "shroud" over your (all) cylinders?
It is fitted very tight over the engine and it is glass fiber made.
I am not sure - maybe it is only for 912S ?
I think it has a big role to equalize temps between front and
rear cylinders.
Regards, Raimo
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Raimo Toivio a crit :
> Do you have an extra air "shroud" over your (all) cylinders?
> It is fitted very tight over the engine and it is glass fiber made.
> I am not sure - maybe it is only for 912S ?
> I think it has a big role to equalize temps between front and
> rear cylinders.
>
Raimo and all,
The Rotax shroud can be installed on any 91X engine. We are using one on
our 914 project.
We took great care to seal it as best as possible, so that every
molecule going into the inlet is used for cylinder cooling.
BTW we are using the regular Rotax pickup points and published
temperatures for cylinder heads, so I don't know how they correlate to
spark plug probe measurements.
Best regards,
--
Gilles
http://contrails.free.fr
Message 9
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Subject: | Re: flying the mono |
Jos
it was a real joy to read your flying experiences.
Mostly like mines.
***From the very start of the build people have been trying to convince me to change
to a tri-gear***
Me too! And I have to confess: little before maiden flight I thought I have made
a
terrible wrong decision when building a mono (or any plane!). But when seeing
Dirk van Oyen landing easily when it was 13G19 sidewind it helped me much.
Dirk gave a 5 minute phone training to my instructor Jyrki Laukkanen and that was
enough for him. After couple of landings together it was my time to my solo.
No problems. It was a dazzling experience.
Those horrible mono stories are just a stories.
There are people who never learn to use zipper
or phone. But we still have zippers and phones.
***It's as simple as riding a bike. ***
I can only confirm.
And I am always concentrated when riding a cykle
(yes, yes, yes - I now even bikes can bite,
my leg has broken once in a bike accident).
*** There are two ways to take off in this plane, easy and dirty and neat and a
bit more difficult***
What makes it "dirty" to keep the tailwheel grounded
until airborn? I do understand it looks nice when tailwheeler
is leveled during take-off procedur. So far I do it anyway with that dirty way
- I do want to have a full controlability against possible sudden side wind gusts
and keep the tail down until whole plane is airborne. It tooks typically only 180
m.
***MTOV the speeds were 65 on final, 60 on the numbers, and 55-50 flare.
> Single it works out nice with 5 to 8 knots below that. ***
As I told earlier, I use all the time 75 knots, even alone far from MTOW.
That is only to avoid unexpected stalling and in the other hand:
if I am capable enough to land with that speed, I can surely
do it succesfully with lower speeds! That was something what
my instructor learned to me. Maybe those very sad and unnecessary
fatal low-height-near-runway type-accidents have also affected me to do so.
I think we both are very happy. I have had flights almost every day,
sometimes by Europa and sometimes by Cessna. You can be sure
Cessna is very boring after Europa - have you tried?
It is like compareing Volvo 242 year model 1980 and a new Alfa Romeo
2-seater. But there are still situations man prefer Volvo more than Alfa...
Anyway - should we meet Jos somewhere each others and shake our hands?
And study our planes - maybe there is still something usefull to give for us.
The middle point between Tampere and Ivalo is about Kuusamo EFKS is not it?
How about there, before a real autumn?
Wishes, Raimo
=========
----- Original Message -----
From: "josok" <josok-e@ukolo.fi>
Sent: Monday, August 20, 2007 1:15 AM
Subject: Europa-List: flying the mono
>
> First the disclaimer: This is a report of my personal experience, and might not
at all be of any help to anybody. There are several good instructions on the
net written by excellent long time pilots.
> My flying history is not very long. Less then 4 years ago i saw an interesting
program on the Discovery channel, Mark Evans building and learning to fly hi9s
Europa in 20 sequels of half an hour. That started a chain of events, leading
to the experience of really flying my own built plane by myself today. Only
after the start of the build, i went to Napels, FL to get my PPL. It took 65
hours, most of those hours doing touch and goes. I had great difficulties in landing.
I complained about either my lack of learning capability or my instructors
lack instructional skills to an outsider instructor. He told me, it's like
riding a bike. You can't tell somebody when to push the handle-bar to prevent
the bike from falling over. I thought %&#/, does not help me, flying is definitely
not riding a bike. But the next morning, all landings were fine, and i
was doing solo in the afternoon. It was probably the push i needed.
> >From the very start of the build people have been trying to convince me to change
to a tri-gear. My good friend and low time pilot Cliff Shaw changed to a
tri-gear. A couple of days ago i found an introduction by him on another forum,
where he explains that he was not a good enough pilot for a mono. It did not
help, it's possible to kill yourself in any plane. Or bathtub. But it all added
up to the fear-factor. Dave and William came flying to Ivalo in their planes
and i had a ride in them. Both frightened me with vicious stalls, although
easily corrected. Both landed concentrated, but without a glitch. Last year i
had to pick up a trailer and happened to be able to join Andy on his last working
day in the factory. He kindly let me try to land the mono, and it was a disaster.
Not one time even close. I had been sitting and driving in my car for
close to 3000 km, and was not in the best condition after one night sleep. Not
a good idea.
> Then, almost all of a sudden my kit was ready and approved for test flight. Ivan
took it in the air and was happy with it. On the 3rd or so flight Ivan took
it through a shake out, that convinced me that his creation and my build would
take anything that i will do with it. His landings were concentrated, effortless
and smooth. We had agreed that he would train our club's instructor, and
Pentti, the instructor and Ivan were happy in half an hour. Pentti then could
take all the time needed to get me through the learning process.
> There are two ways to take off in this plane, easy and dirty and neat and a bit
more difficult. Pentti of course wants it the good way, and raised the tail
wheel at 30 knots. At that moment you are really flying on one wheel, the outriggers
are off the runway, directional control is by rudder only, far less effective
then the tail wheel and the plane has to be kept level with the ailerons.
Then all of a sudden it's off and seems to rise vertically, because of the
low nose attitude with flaps. At 65 gear and flaps up, and it's like another
boost kicks in. Some training is needed here too, because it is fairly difficult
to keep one hand steady on the stick and push hard on the gear lever. It
was one of the stages the onlookers liked most, pushing both offers spectacular
scenes :-). The easy method is to just keep back pressure on, and it will fly
itself off the runway. Then an immediate pitch down change has to happen because
otherwise speed and flying will end. Already in th
> is stage it becomes clear that the flying controls are quite effective and sensitive
at low speeds. It is very easy to over control. It has to be flown with
2 fingers, not a hand.
> Landing is easy if the speeds and alignment are nailed. Coming in too fast, and
it will float forever. If there is only a little bit too much throttle, it
will never land. Throttle changes, especially in the level or nose up part of
the flare produce pitch changes, unless corrected, which are difficult. Dead
stick landing is easier, because it will land. A little bit of power helps though,
because if the tail wheel is first, and the main gear high, it will bounce
acceptable, and keeping the stick back, will stay on the runway the second time.
Ballooning up with no power is worse. The easy thing in the whole process
is the controllability. Even in the stall-horn the plane is fully controllable.
And, on the downside, still easy to over control. For me, that was the difficult
part, to get the jerking out of the system. Close to MTOV the speeds were
65 on final, 60 on the numbers, and 55-50 flare.
> Single it works out nice with 5 to 8 knots below that. Proper alignment is probably
the most important one. If it touches down aligned it's all very simple.
If not, swiveling starts, and at occasions i was happy we were trying this on
a 40 meter wide runway. My instructor was convinced that my left leg was longer,
because i would always veer off to the left. I was simply looking over the
nose of the very round cowl, instead of straight ahead. Today there was a bug
on the windscreen to help with the alignment, before i wash it off, i will pencil
a pointer there. The right method to get an out-of line-landing right is
-again- not to over control. Take a point half way of the real center, get it
there, and kick it once more. This particular concrete runway has the extra difficulty
of a high camber. Even at MTOV the outriggers do not touch both. That
causes rocking from one side to the other, which in turn mixes up my giros.
No correction is needed for that rocking, it does not c
> hange the direction. Oh, and of course, always stick back! It's as simple as
riding a bike. It took me close to 100 landings to feel comfortable. I had a
lot of fear, and now while i know i have to be alert to do it right, i enjoy it
all the way.
>
> Kind Regards,
>
> Jos Okhuijsen
>
>
>
>
>
>
> Visit - www.EuropaOwners.org
>
>
>
>
>
>
>
>
>
Message 10
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Raimo & Jos
imho it is complicated by the different mixtures the cylinders receive
cause by the convoluted shape of the inlet manifolds. Heavy unvapourised
fuel droplets will tend to be sent forward at open throttle The
butterfly will change things at part throttle settings.
You will probably notice that the hottest cylinder changes at different
power settings
Graham
Raimo Toivio wrote:
> It is fitted very tight over the engine and it is glass fiber made.
> I am not sure - maybe it is only for 912S ?
> I think it has a big role to equalize temps between front and
> rear cylinders.
>
> Regards, Raimo
>
Message 11
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Hi! Raimo/Jos
This looks for all the world like the first Finnish "Doth" !
Regards
Bob H G-PTAG
Do not archive.
Robt.C.Harrison
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Raimo
Toivio
Sent: 21 August 2007 22:31
Subject: Re: Europa-List: flying the mono
Jos
it was a real joy to read your flying experiences.
Mostly like mines.
***From the very start of the build people have been trying to convince
me to change to a tri-gear***
Me too! And I have to confess: little before maiden flight I thought I
have made a
terrible wrong decision when building a mono (or any plane!). But when
seeing
Dirk van Oyen landing easily when it was 13G19 sidewind it helped me
much.
Dirk gave a 5 minute phone training to my instructor Jyrki Laukkanen and
that was
enough for him. After couple of landings together it was my time to my
solo.
No problems. It was a dazzling experience.
Those horrible mono stories are just a stories.
There are people who never learn to use zipper
or phone. But we still have zippers and phones.
***It's as simple as riding a bike. ***
I can only confirm.
And I am always concentrated when riding a cykle
(yes, yes, yes - I now even bikes can bite,
my leg has broken once in a bike accident).
*** There are two ways to take off in this plane, easy and dirty and
neat and a bit more difficult***
What makes it "dirty" to keep the tailwheel grounded
until airborn? I do understand it looks nice when tailwheeler
is leveled during take-off procedur. So far I do it anyway with that
dirty way
- I do want to have a full controlability against possible sudden side
wind gusts
and keep the tail down until whole plane is airborne. It tooks typically
only 180 m.
***MTOV the speeds were 65 on final, 60 on the numbers, and 55-50 flare.
> Single it works out nice with 5 to 8 knots below that. ***
As I told earlier, I use all the time 75 knots, even alone far from
MTOW.
That is only to avoid unexpected stalling and in the other hand:
if I am capable enough to land with that speed, I can surely
do it succesfully with lower speeds! That was something what
my instructor learned to me. Maybe those very sad and unnecessary
fatal low-height-near-runway type-accidents have also affected me to do
so.
I think we both are very happy. I have had flights almost every day,
sometimes by Europa and sometimes by Cessna. You can be sure
Cessna is very boring after Europa - have you tried?
It is like compareing Volvo 242 year model 1980 and a new Alfa Romeo
2-seater. But there are still situations man prefer Volvo more than
Alfa...
Anyway - should we meet Jos somewhere each others and shake our hands?
And study our planes - maybe there is still something usefull to give
for us.
The middle point between Tampere and Ivalo is about Kuusamo EFKS is not
it?
How about there, before a real autumn?
Wishes, Raimo
=========
----- Original Message -----
From: "josok" <josok-e@ukolo.fi>
Sent: Monday, August 20, 2007 1:15 AM
Subject: Europa-List: flying the mono
>
> First the disclaimer: This is a report of my personal experience, and
might not at all be of any help to anybody. There are several good
instructions on the net written by excellent long time pilots.
> My flying history is not very long. Less then 4 years ago i saw an
interesting program on the Discovery channel, Mark Evans building and
learning to fly hi9s Europa in 20 sequels of half an hour. That started
a chain of events, leading to the experience of really flying my own
built plane by myself today. Only after the start of the build, i went
to Napels, FL to get my PPL. It took 65 hours, most of those hours doing
touch and goes. I had great difficulties in landing. I complained about
either my lack of learning capability or my instructors lack
instructional skills to an outsider instructor. He told me, it's like
riding a bike. You can't tell somebody when to push the handle-bar to
prevent the bike from falling over. I thought %&#/, does not help me,
flying is definitely not riding a bike. But the next morning, all
landings were fine, and i was doing solo in the afternoon. It was
probably the push i needed.
> >From the very start of the build people have been trying to convince
me to change to a tri-gear. My good friend and low time pilot Cliff Shaw
changed to a tri-gear. A couple of days ago i found an introduction by
him on another forum, where he explains that he was not a good enough
pilot for a mono. It did not help, it's possible to kill yourself in any
plane. Or bathtub. But it all added up to the fear-factor. Dave and
William came flying to Ivalo in their planes and i had a ride in them.
Both frightened me with vicious stalls, although easily corrected. Both
landed concentrated, but without a glitch. Last year i had to pick up a
trailer and happened to be able to join Andy on his last working day in
the factory. He kindly let me try to land the mono, and it was a
disaster. Not one time even close. I had been sitting and driving in my
car for close to 3000 km, and was not in the best condition after one
night sleep. Not a good idea.
> Then, almost all of a sudden my kit was ready and approved for test
flight. Ivan took it in the air and was happy with it. On the 3rd or so
flight Ivan took it through a shake out, that convinced me that his
creation and my build would take anything that i will do with it. His
landings were concentrated, effortless and smooth. We had agreed that he
would train our club's instructor, and Pentti, the instructor and Ivan
were happy in half an hour. Pentti then could take all the time needed
to get me through the learning process.
> There are two ways to take off in this plane, easy and dirty and neat
and a bit more difficult. Pentti of course wants it the good way, and
raised the tail wheel at 30 knots. At that moment you are really flying
on one wheel, the outriggers are off the runway, directional control is
by rudder only, far less effective then the tail wheel and the plane has
to be kept level with the ailerons. Then all of a sudden it's off and
seems to rise vertically, because of the low nose attitude with flaps.
At 65 gear and flaps up, and it's like another boost kicks in. Some
training is needed here too, because it is fairly difficult to keep one
hand steady on the stick and push hard on the gear lever. It was one of
the stages the onlookers liked most, pushing both offers spectacular
scenes :-). The easy method is to just keep back pressure on, and it
will fly itself off the runway. Then an immediate pitch down change has
to happen because otherwise speed and flying will end. Already in!
th
> is stage it becomes clear that the flying controls are quite
effective and sensitive at low speeds. It is very easy to over control.
It has to be flown with 2 fingers, not a hand.
> Landing is easy if the speeds and alignment are nailed. Coming in too
fast, and it will float forever. If there is only a little bit too much
throttle, it will never land. Throttle changes, especially in the level
or nose up part of the flare produce pitch changes, unless corrected,
which are difficult. Dead stick landing is easier, because it will
land. A little bit of power helps though, because if the tail wheel is
first, and the main gear high, it will bounce acceptable, and keeping
the stick back, will stay on the runway the second time. Ballooning up
with no power is worse. The easy thing in the whole process is the
controllability. Even in the stall-horn the plane is fully controllable.
And, on the downside, still easy to over control. For me, that was the
difficult part, to get the jerking out of the system. Close to MTOV the
speeds were 65 on final, 60 on the numbers, and 55-50 flare.
> Single it works out nice with 5 to 8 knots below that. Proper
alignment is probably the most important one. If it touches down aligned
it's all very simple. If not, swiveling starts, and at occasions i was
happy we were trying this on a 40 meter wide runway. My instructor was
convinced that my left leg was longer, because i would always veer off
to the left. I was simply looking over the nose of the very round cowl,
instead of straight ahead. Today there was a bug on the windscreen to
help with the alignment, before i wash it off, i will pencil a pointer
there. The right method to get an out-of line-landing right is -again-
not to over control. Take a point half way of the real center, get it
there, and kick it once more. This particular concrete runway has the
extra difficulty of a high camber. Even at MTOV the outriggers do not
touch both. That causes rocking from one side to the other, which in
turn mixes up my giros. No correction is needed for that rocking, it
does no!
t c
> hange the direction. Oh, and of course, always stick back! It's as
simple as riding a bike. It took me close to 100 landings to feel
comfortable. I had a lot of fear, and now while i know i have to be
alert to do it right, i enjoy it all the way.
>
> Kind Regards,
>
> Jos Okhuijsen
>
>
>
>
>
>
> Visit - www.EuropaOwners.org
>
>
>
>
>
>
>
>
>
Message 12
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Hi Raimo,
Closed and filled the gills before paint. I was talking to Ivan about them, and
he knew them to be useless in flight, but had them to vent the cowlings after
shutdown. I open the inspection covers instead, if there is no wind and a warm
day.
Have the shroud, and would measure coolant, which Rotax decided to name CHT, but
2 consequitive software versions of the Dynon Flightdeck had a bug and did/do
not show that sensor properly. They located the bug they say, and it will be
cured in the next software version, that is about 6 monts away.
I did use the oil temp indication, which uses the same sensor, to find out the
difference between CHT and Rotax CHT, it's about 10 to 15 degrees. CHT follows
much faster, as can be expected.
The Dynon went black after 6 hours flight time, and i installed the standard VDO
analog as replacement during the repair time, to keep the flight test program
going. The VDO meters confirmed the temperatures.
Options now are to seal the gap between cowling and shroud, seal the gap between
air filter housing and turbo, partially or fully close the standard inlet openings
in the top cowling. Although temperatures are well within limits now, i
really want to get the temperature differences on the engine smaller, for stress
reasons.
Regards,
Jos
Visit - www.EuropaOwners.org
Message 13
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Subject: | Re: flying the mono |
Looks like fun, a Finnish DOTH :-)
But w'll handle it off list, as there is little chance that more will join. On
second thouight... There are certainly Swedes and Norwegians in a days flying
range.
Don't like Kuusamo, because it's like flying over the sea, no place to go between
Ivalo and Kuusamo for almost the whole duration of the flight. Even with 25
hours without a glitch, don't want to tempt fate yet.
How about EFKK, it's not too far from Sweden either?
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
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