Today's Message Index:
----------------------
1. 01:50 AM - Re: Re: Mod 74 (Richard Collings)
2. 03:43 AM - West Systems Epoxy (craig bastin)
3. 04:15 AM - Re: West Systems Epoxy (Robert Borger)
4. 06:22 AM - Re: West Systems Epoxy (Graham Singleton)
5. 07:16 AM - Re: Re: RE Throttle Cables (Jeff B)
6. 07:59 AM - Re: enigma EFIS (ALAN YERLY)
7. 08:10 AM - Re: enigma EFIS (Gilles Thesee)
8. 10:33 AM - Paul McAllister's website (Europa (Alfred Buess))
9. 11:35 AM - Europa XS Tri-gear kit for sale (John and Amy Eckel)
10. 12:14 PM - Shoulder harness restraint (Fred Klein)
11. 12:38 PM - 912S rectifier regulator - spare parts shortage? (John & Paddy Wigney)
12. 12:59 PM - Re: Shoulder harness restraint (Sidsel & Svein Johnsen)
13. 01:45 PM - Re: Shoulder harness restraint (Laptop JR)
14. 02:13 PM - Re: 912S rectifier regulator - spare parts shortage? (Ivor Phillips)
15. 02:26 PM - Re: Shoulder harness restraint (Robert C Harrison)
16. 03:24 PM - Re: Shoulder harness restraint (Fred Klein)
17. 03:39 PM - Re: Shoulder harness restraint (Fred Klein)
Message 1
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Hi I am still building my XS Tri-gear with a long way to go. I have just
finished fitting the tie bar and rear wing mounts etc. I picked up an angle
drill attachment complete with flexible drives 2 off from Aldi. Its cheep
but it works and I will probably only use it a few times on the whole
project . Best of luck Richard
----- Original Message -----
From: "John Price" <nicolaprice@tiscali.co.uk>
Sent: Sunday, December 02, 2007 3:44 PM
Subject: Europa-List: Re: Mod 74
> <nicolaprice@tiscali.co.uk>
>
> You are so right.
> A bit of help here is that you can geta 90 degree angled head that will
> fit into the end of your drill. It will enable you to get into those tight
> spaces a bit easier without having to buy an angled drill. They retail
> approx12-15 also a flexable shaft attachment may help 24-26 Try
> www.toolbox.co.uk
>
> Another problemyou may encounteris if you have an early classic model the
> cockpit module may be set to far aft or not square thus reducing the space
> between the tie bar and the baggage bay forward bulkhead. This means that
> you may not have enough space to fit the W35 gusset plates through the
> marine plywood blocks. [Idea] Fear not this problem has beem solved if
> anyone wants to know the PFA approved way please let me know. :D
>
> Regards to all,
>
> John Price
> G-SHSH
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=150029#150029
>
>
> --
> 12/1/2007 12:05
>
>
Message 2
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| Subject: | West Systems Epoxy |
I have run out of ampreg 20, and dont wish to order more from the UK (is it
even still available)
I feel I have seen people saying that the 105 system is a suitable
substitute for the ampreg 20
is this correct, the local supplier of west clammed up as soon as i said
"aircraft"
craig
8:34 PM
Message 3
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| Subject: | Re: West Systems Epoxy |
Craig,
Here in the "States" we use Aeropoxy. The folks who make it and who sell it expect
it to be used for aircraft construction. I order mine from Aircraft Spruce.
It is available from other aircraft parts suppliers as well. Perhaps there's
a dealer in Oz as well.
Good building and great flying,
Bob Borger
On Monday, December 03, 2007, at 05:56AM, "craig bastin" <craigb@onthenet.com.au>
wrote:
>
>I have run out of ampreg 20, and dont wish to order more from the UK (is it
>even still available)
>I feel I have seen people saying that the 105 system is a suitable
>substitute for the ampreg 20
>
>is this correct, the local supplier of west clammed up as soon as i said
>"aircraft"
>
>craig
>8:34 PM
>
>
Message 4
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| Subject: | Re: West Systems Epoxy |
Craig
my preferred resin is MGS 285, it's made by Schueffler in Germany and is
used on certified aircraft. It's much more tolerant and much less toxic
than some of the others. There are various hardener speeds.
Graham
craig bastin wrote:
>
> I have run out of ampreg 20, and dont wish to order more from the UK (is it
> even still available)
> I feel I have seen people saying that the 105 system is a suitable
> substitute for the ampreg 20
>
> is this correct, the local supplier of west clammed up as soon as i said
> "aircraft"
>
> craig
> 8:34 PM
>
>
>
>
>
>
--
Graham Singleton
Tel: +441629820187
Mob: +447739582005
Message 5
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| Subject: | Re: RE Throttle Cables |
Perhaps I'm not clear on the process, but, what would one use to connect
the solid cable to the standard Europa throttle arm? Are the stock
fittings available without cable inserted?
Thanks,
Jeff - Baby Blue
346hrs
h&jeuropa wrote:
>
> Hi Troy,
>
> We tried to find piano wire to fit in the Europa supplied housings but were unable
to make that work. We purchased piano wire from McMaster but it comes rolled
in a 6" diameter coil and we were unable to get the wire straight enough
to work in the housings.
>
> So we purchased Bouden cables from ACS, PN 05-15500. To connect to the carbs
& throttle housing we used conduit adjusters from Lockwood PN BR03K. Had to drill
them out to fit the ACS cable but the system works very nicely. Also lubed
the Bouden cable assemblies with graphite lube.
>
> Eric Trombley had a post on the forum several years ago on how he did this.
>
> Jim & Heather Butcher
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147464#147464
>
>
>
>
>
>
>
>
>
>
>
>
Message 6
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Craig,
I am looking at the installation in an Apollo Fox, and so far these are
the comments:
The fittings are very delicate, and easily broken.
It is very light in weight and high on features but flimsey.
Support wires and tubes coming off the unit.
Engine readouts seem accurate, but the company installing it did no
calibration to speak of.
Support is distant. Should it break down, you are looking at a long
term grounding.
In-flight:
I've flown with it and it appears to be quite readable, but very busy.
I find I have to look at the unit and focus to get the information that
used to take only a glance.
Like any electronic component, learn the buttons.
Bud Yerly
Custom Flight Creations
----- Original Message -----
From: craig bastin<mailto:craigb@onthenet.com.au>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, December 01, 2007 3:38 PM
Subject: Europa-List: enigma EFIS
<craigb@onthenet.com.au<mailto:craigb@onthenet.com.au>>
Has anyone got/using an enigma EFIS, the price and functions look
good, but
i have heard they are
having a few problems with the early ones breaking down, and taking
about 6
weeks to fix
regards
craig
9:26 PM
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
Message 7
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ALAN YERLY a crit :
> In-flight:
> I've flown with it and it appears to be quite readable, but very
> busy. I find I have to look at the unit and focus to get the
> information that used to take only a glance.
> Like any electronic component, learn the buttons.
Bud and all,
Are you aware that the display is fully configurable, and you can have
it exactly the way you wish ?
It takes a downloadable configuration tool and a PC to change the display.
Concerning the connections, yes they look like those in my washing
machine, but it is easy to secure them properly with some varnish on the
screws and a pair of Ty-Wraps.
Best regards,
--
Gilles
http://contrails.free.fr
Message 8
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| Subject: | Paul McAllister's website |
Hi,
Is Paul McAllister's website (http://europa363.versadev.com/) down or did he
change provider? I have no access to it.
Alfred
Alfred Buess, Switzerland
Europa XS #097, Monowheel, Foam shortwing, Rotax 912S, Airmaster 332 CS
Message 9
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| Subject: | Europa XS Tri-gear kit for sale |
Kit number A230 is for sale. It is an XS Trigear with the Rotax 912
firewall forward kit. All the control surfaces
are finished. The wings are not closed and the top is not on so the
plane is still at a point where personal touches
can be easily added. The cockpit module is bonded in place and the
landing gear in installed. If you have any
interest at all email me with a phone number and we can talk. I am
asking $34,500 USD. This is about $7,000
less than a new kit.
John Eckel
eckel1@comcast.net
Message 10
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| Subject: | Shoulder harness restraint |
Hi guys,
Just wanted to share a solution to the issue of raising the shoulder
harness restraint sufficiently to minimize the potential for spinal
compression during a rapid deceleration event.
This approach allows for one to sit upon the existing head rest while
entering and exiting the aircraft, does not encroach upon the access to
the baggage area, confines all forces to the CM rather than
transferring them to the fuselage shell, and can easily be added to a
completed and upholstered cockpit.
Although the riser weighs but 10 oz., it is robust enough to withstand
the compression load generated by a 1500# tension load on the straps
measured at an angle of 90 degrees to the slope of the back of the
headrest; testing was done using a 20 ton hydraulic press. Assuming an
upper body wgt. of 100#, it would be good for 15 Gs.
Comments appreciated!
Fred
A194
PS: If anyone wants to duplicate this as a nice little winter project,
I could be persuaded to put together some kits of the hot-wired foam,
hinges, acft. plywood, and instructions...contact me off-list.
--
This message has been scanned for viruses and
dangerous content by MailScanner, and is
believed to be clean.
Roll 30 - 6
Roll 30 - 7
Roll 30 - 8
Roll 38 - 10
Message 11
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| Subject: | 912S rectifier regulator - spare parts shortage? |
Dear Europaphiles,
There has been quite a bit of discussion over the years regarding the
standard rectifier regulator. My second unit failed recently and I am
unhappy to find that Lockwood Aviation appears to be unable to get
enough supplies from Rotax /Ducati. Details are :-
* Dec 4th 2001. First flight
* June 21st 2005 - 406 hours. Erratic charging, rectifier regulator
replaced.
* Oct.7th, 2007 - 561 hours. Generator warning red light - no charging.
Diagnosed as rectifier regulator problem.
* Oct 10th, 2007. Replacement ordered from Lockwood Aviation.
* Nov 2nd, 2007. Lockwood advises that a limited shipment had been
received from Rotax but other orders in front of mine had to be filled
first. Not enough units to allow them to ship my order. No information
on when my order will be shipped. I had previously checked other
suppliers in North America and they also did not have the unit in stock.
My question is - What experience has there been with the Schicke GR4 &
GR6 generator regulator? ( http://www.schicke-electronic.de/dindex2.htm
) Can anyone advise the price on this ? I am aware that Schicke will
not ship to the US.
I will be fitting some dedicated cooling airflow if and when I receive
my new regulator. Does anyone have any other ideas?
Cheers, John
N262WF, mono XS, 912S
Mooresville, North Carolina
Message 12
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| Subject: | Re: Shoulder harness restraint |
Fred,
Ingenious with respect to structure and "hinging out of the way", but:
Do you see a risk in the harnesses cutting into each side of your neck when
under significant tension, since the two harness parts are restrained in the
center just behind the neck? The normal spread angle between the two parts
(supposedly comfortably snug on each side of the neck during normal flight)
will tend to narrow under tension, will it not?
Best regards,
Svein
LN-SKJ
----- Original Message -----
From: "Fred Klein" <fklein@orcasonline.com>
Sent: Monday, December 03, 2007 9:12 PM
Subject: Europa-List: Shoulder harness restraint
> Hi guys,
>
> Just wanted to share a solution to the issue of raising the shoulder
> harness restraint sufficiently to minimize the potential for spinal
> compression during a rapid deceleration event.
>
> This approach allows for one to sit upon the existing head rest while
> entering and exiting the aircraft, does not encroach upon the access to
> the baggage area, confines all forces to the CM rather than
> transferring them to the fuselage shell, and can easily be added to a
> completed and upholstered cockpit.
>
> Although the riser weighs but 10 oz., it is robust enough to withstand
> the compression load generated by a 1500# tension load on the straps
> measured at an angle of 90 degrees to the slope of the back of the
> headrest; testing was done using a 20 ton hydraulic press. Assuming an
> upper body wgt. of 100#, it would be good for 15 Gs.
>
> Comments appreciated!
>
> Fred
> A194
>
> PS: If anyone wants to duplicate this as a nice little winter project,
> I could be persuaded to put together some kits of the hot-wired foam,
> hinges, acft. plywood, and instructions...contact me off-list.
>
>
> --
> This message has been scanned for viruses and
> dangerous content by MailScanner, and is
> believed to be clean.
>
>
--------------------------------------------------------------------------------
>
> Roll 30 - 6
>
>
--------------------------------------------------------------------------------
>
> Roll 30 - 7
>
>
--------------------------------------------------------------------------------
>
> Roll 30 - 8
>
>
--------------------------------------------------------------------------------
>
> Roll 38 - 10
>
>
>
Message 13
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| Subject: | Re: Shoulder harness restraint |
Fred
Your headrest looks fantastic! I think it is the best solution I have seen
yet. Looking forward to seeing a lot more of it!
JR (Bob) Gowing UK Kit 327 in Oz
----- Original Message -----
From: "Fred Klein" <fklein@orcasonline.com>
Sent: Tuesday, December 04, 2007 7:12 AM
Subject: Europa-List: Shoulder harness restraint
PP
> Hi guys,
>
> Just wanted to share a solution to the issue of raising the shoulder
> harness restraint sufficiently to minimize the potential for spinal
> compression during a rapid deceleration event.
>
> This approach allows for one to sit upon the existing head rest while
> entering and exiting the aircraft, does not encroach upon the access to
> the baggage area, confines all forces to the CM rather than
> transferring them to the fuselage shell, and can easily be added to a
> completed and upholstered cockpit.
>
> Although the riser weighs but 10 oz., it is robust enough to withstand
> the compression load generated by a 1500# tension load on the straps
> measured at an angle of 90 degrees to the slope of the back of the
> headrest; testing was done using a 20 ton hydraulic press. Assuming an
> upper body wgt. of 100#, it would be good for 15 Gs.
>
> Comments appreciated!
>
> Fred
> A194
>
> PS: If anyone wants to duplicate this as a nice little winter project,
> I could be persuaded to put together some kits of the hot-wired foam,
> hinges, acft. plywood, and instructions...contact me off-list.
>
>
> --
> This message has been scanned for viruses and
> dangerous content by MailScanner, and is
> believed to be clean.
>
>
--------------------------------------------------------------------------------
>
> Roll 30 - 6
>
>
--------------------------------------------------------------------------------
>
> Roll 30 - 7
>
>
--------------------------------------------------------------------------------
>
> Roll 30 - 8
>
>
--------------------------------------------------------------------------------
>
> Roll 38 - 10
>
>
--------------------------------------------------------------------------------
8:34 PM
Message 14
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| Subject: | 912S rectifier regulator - spare parts shortage? |
Hi John
Skydrive our UK Rotax Distributor sell a Keywest regulator,
http://www.skydrive.co.uk/sd_sa_ie.asp
These are made in the US so might be useful to you, You will have to
check for there suitability,
I have a Schicke GR6 and it seems to work well,I know of two other
Europa's flying with them, Their Amp Meters are much more stable then
they were with the Ducatti units, Not very scientific but a observation
anyway,
http://contrails.free.fr/elec_ducati_en.php
A good article on the regulator,
Regards
Ivor
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of John &
Paddy Wigney
Sent: 03 December 2007 20:38
Subject: Europa-List: 912S rectifier regulator - spare parts shortage?
<johnwigney@alltel.net>
Dear Europaphiles,
There has been quite a bit of discussion over the years regarding the
standard rectifier regulator. My second unit failed recently and I am
unhappy to find that Lockwood Aviation appears to be unable to get
enough supplies from Rotax /Ducati. Details are :-
* Dec 4th 2001. First flight
* June 21st 2005 - 406 hours. Erratic charging, rectifier regulator
replaced.
* Oct.7th, 2007 - 561 hours. Generator warning red light - no charging.
Diagnosed as rectifier regulator problem.
* Oct 10th, 2007. Replacement ordered from Lockwood Aviation.
* Nov 2nd, 2007. Lockwood advises that a limited shipment had been
received from Rotax but other orders in front of mine had to be filled
first. Not enough units to allow them to ship my order. No information
on when my order will be shipped. I had previously checked other
suppliers in North America and they also did not have the unit in stock.
My question is - What experience has there been with the Schicke GR4 &
GR6 generator regulator? ( http://www.schicke-electronic.de/dindex2.htm
) Can anyone advise the price on this ? I am aware that Schicke will
not ship to the US.
I will be fitting some dedicated cooling airflow if and when I receive
my new regulator. Does anyone have any other ideas?
Cheers, John
N262WF, mono XS, 912S
Mooresville, North Carolina
Message 15
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| Subject: | Shoulder harness restraint |
Hi! Fred
Similar to my suggestion some time back about taking the harness over my
head BMW head rests. If you have the original belts are they long
enough or do you need longer ones?
Regards
Bob Harrison. G-PTAG
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein
Sent: 03 December 2007 20:12
Subject: Europa-List: Shoulder harness restraint
Hi guys,
Just wanted to share a solution to the issue of raising the shoulder
harness restraint sufficiently to minimize the potential for spinal
compression during a rapid deceleration event.
This approach allows for one to sit upon the existing head rest while
entering and exiting the aircraft, does not encroach upon the access to
the baggage area, confines all forces to the CM rather than
transferring them to the fuselage shell, and can easily be added to a
completed and upholstered cockpit.
Although the riser weighs but 10 oz., it is robust enough to withstand
the compression load generated by a 1500# tension load on the straps
measured at an angle of 90 degrees to the slope of the back of the
headrest; testing was done using a 20 ton hydraulic press. Assuming an
upper body wgt. of 100#, it would be good for 15 Gs.
Comments appreciated!
Fred
A194
PS: If anyone wants to duplicate this as a nice little winter project,
I could be persuaded to put together some kits of the hot-wired foam,
hinges, acft. plywood, and instructions...contact me off-list.
--
This message has been scanned for viruses and
dangerous content by MailScanner, and is
believed to be clean.
Message 16
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| Subject: | Re: Shoulder harness restraint |
> <ptag.dev@tiscali.co.uk>
>
> If you have the original belts are they long enough or do you need
> longer ones?
>
> Regards
> Bob Harrison. G-PTAG
Bob,
The original belts are more than adequate for me (6'-1" and 195#). I'd
wondered about that very thing but after trial fitting the side mounts
for the seat belt, climbing aboard, buckling up, and making suitable
airplane noises, everything was aok.
Fred
A194
--
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Message 17
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| Subject: | Re: Shoulder harness restraint |
> Do you see a risk in the harnesses cutting into each side of your neck
> when under significant tension, since the two harness parts are
> restrained in the center just behind the neck?
> Svein
> LN-SKJ
Svein,
Not really...if you consider the rear attach point where the 2 shoulder
straps begin and the points where they attach to the seat belt in
front, you will trace straight lines which diverge from one's neck
rather than "scissoring" it under tension.
Thanks for your comment,
Fred
--
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