Today's Message Index:
----------------------
1. 02:55 AM - Re: Mod 72 Reamer (Richard Collings)
2. 01:40 PM - Re: Door Latches (Peter Timm)
3. 02:51 PM - Motor glider first flight (Terry Seaver (terrys))
4. 03:42 PM - Re: Door Latches (Terry Seaver (terrys))
5. 04:24 PM - A big Hoora for Europa (Robert Borger)
6. 04:24 PM - Re: Motor glider first flight (ALAN YERLY)
7. 05:52 PM - Re: Motor glider first flight (Kevin Klinefelter)
Message 1
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Subject: | Re: Mod 72 Reamer |
Hi I don't know about the club reamer but you are welcome to borrow mine. I
live in the midlands close to Daventry, contact me at r.collings@onetel.net
Regards Richard
----- Original Message -----
From: "flyingphil2" <ptiller@lolacars.com>
Sent: Thursday, February 28, 2008 1:13 PM
Subject: Europa-List: Mod 72 Reamer
>
> Hi,
>
> Does anyone know where the Europa Club 16.5mm hand reamer is for doing the
> Mod 72 job? I'd like to join the queue to borrow it.
>
> Thanks,
>
> Phil
>
>
> Visit - www.EuropaOwners.org
>
>
> --
> 12:14
>
>
Message 2
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Subject: | Re: Door Latches |
----- Original Message -----
From: "Fred Klein" <fklein@orcasonline.com>
Sent: Wednesday, February 27, 2008 5:39 PM
Subject: Europa-List: Door Latches
>
> Hi Guys,
>
> Thanks for the helpful comments on my previous post re: Rudder Cables!
>
> Regarding door latches...the build manual speaks of bending an offset into
> the inner latch arm, DL03 but makes no mention of the distance of the
> offset...What works? 1/8 inch? 1/4 inch?
>
> Also, is there a clever locksmith among us who has added a keyed lock
> which keeps the shoot bolts in place?..or provides security in some other
> fashion? Any references to pictures would be much appreciated.
>
> Some time ago, there was concern about the window frames bulging and as I
> recall, Cliff Shaw had a very clever albeit complex third (vertical I
> believe) shoot bolt. Might not "bulging" be more easily handled by adding
> a bid stiffening angle along the interior bottom edge of the window frame?
> (Or is the bulging the result of failure to relieve cabin air pressure by
> not venting the baggage bay bulkhead thence out thru the recommended drain
> holes at the underside of the fuselage?)
>
> Fred
> A194
>
>
> --
> This message has been scanned for viruses and
> dangerous content by MailScanner, and is
> believed to be clean.
>
>
> Hi Fred
the off-set of the door handle arm depends largely on your intentions re.
securing the door-latch in flight. I chose to have knobs at the end of the
arm
which are secured with small rubber bungees attached to the side-wall of
the cockpit below the closed door handle and looped over the knobs. This
would
require no off-set at all. I had already built a 1/4 " off-set in at the
time.
As to the bulging doors at high speed, I now believe that this is caused by
pressurising the inside of the fuselage mostly by high pressure air entering
through
the opening left under the trailing edge with the flaps in the retracted
position.
I am going to attach small , inward curved fiberglass tabs to the root ends
of
the underside of the flaps to press against the openings in flight. I have
an arrangement of 2" holes through the D-section in the baggage bay, but
this has actually made matters worse, since it is the rear of the fuselage
that gets pressurised.I will report on the results of this mod in due
course. Right now
Pemberton Airport is still closed under 18" of the white stuff.
Our Annual Fly-In is set for July 5. Hope to see you then.
Cheers, Peterss
Message 3
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Subject: | Motor glider first flight |
Dave DeFord and I have been flying our short winged mono-wheel Europa
for over 6 years now, and have been working on interchangeable long
wings for the past four years or so. We finally finished them and had
our first flight yesterday morning.
There was no drama, everything went well. We got in a total of four
flights, two each. A few comments are as follows;
1) There is a slight tendency to roll right, most noticeable a 100+ kts.
We are not sure yet what is causing this.
2) Very preliminary tests of the minimum sink rate were 400 fpm (at 50
kts indicated), later test indicated 350 fpm (at 52 kts indicated) after
taping up the aileron and airbrake gaps. We had hoped for 250-280 fpm,
so we need to look for ways to improve this. Fairings for the
fixed-down outriggers are probably a good place to start.
3) The airbrakes are not as effective as the spoilers on the Katana
Extreme we got our glider ratings in last September. The air brakes
also cause a pitch/speed change, which causes some porpoising on landing
if the brakes are used to modulate your approach/flare. The plane also
tends to float a while in ground effect, even with full airbrakes on.
4) The mono-wheel twitchiness on the ground is greatly reduced by the
bigger, heavier wings.
5) The long wings add 103 pounds to empty weight, compared to the short
wings.
6) Stall speed is about 45 kts indicated, with and without airbrakes
applied. As stall speed approaches, the plane just gets loose and the
nose bobs up and down. No tendency to break, it just bobs up and down,
complaining about it. We haven't tried accelerated stalls yet.
Please note that these test are very preliminary.
Regards,
Terry Seaver
A135 / N135TD
Pleasanton, CA
Message 4
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Hi Fred,
We heard stories of doors bowing out in flight and added a latch in the
middle of the door frame to prevent it. As it turns out, the newer
doors are stiffer and do not need any additional latch in the middle.
Even though we have the extra latches, we never use them.
Regards,
Terry Seaver
A135 / N135TD
Mono-wheel XS
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein
Sent: Wednesday, February 27, 2008 5:39 PM
Subject: Europa-List: Door Latches
Hi Guys,
Thanks for the helpful comments on my previous post re: Rudder Cables!
Regarding door latches...the build manual speaks of bending an offset
into the inner latch arm, DL03 but makes no mention of the distance of
the offset...What works? 1/8 inch? 1/4 inch?
Also, is there a clever locksmith among us who has added a keyed lock
which keeps the shoot bolts in place?..or provides security in some
other fashion? Any references to pictures would be much appreciated.
Some time ago, there was concern about the window frames bulging and as
I recall, Cliff Shaw had a very clever albeit complex third (vertical I
believe) shoot bolt. Might not "bulging" be more easily handled by
adding a bid stiffening angle along the interior bottom edge of the
window frame? (Or is the bulging the result of failure to relieve cabin
air pressure by not venting the baggage bay bulkhead thence out thru the
recommended drain holes at the underside of the fuselage?)
Fred
A194
--
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Message 5
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Subject: | A big Hoora for Europa |
Europaphiles,
My replacement wingtip arrived today. The gents at Europa have gone
out of their way to get it to me in very short order. I give a big
Hoora! for Roger, John & Bud Yerly for their excellent service.
Looks like I have my evenings work cut out for me now.
Oshkosh 2008 or bust!
Good building and great flying,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(90%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear complete, rudder system in with Singleton Mod,
outrigger mod in, Fuselage Top on, lift/drag/flap pins in, wing
incidence set, tie bar in, flap drive in, baggage bay in. Fuel system
complte. Rotax and Airmaster installed. Mods 62, 66, 70 & 72 done.
Compled the instrument panel install. Europa interior kit being
installed. Installed windows. Working in - 25 Electrical, 28 Flaps,
30 Fuel System, 32 Tail, 34 Door Latches & 35 Doors, 37 Finishing.
Mostly finishing these days.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
Message 6
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Subject: | Re: Motor glider first flight |
Terry and Dave,
Congratulations.
In my flight testing of the glider wing you have about the right numbers
on sink. The sink rate is affected by CG location, aircraft weight,
prop, etc. It really varies plane to plane.
The two tri gear I've helped finished can't get below 60 KIAS without
starting a high sink rate, but they were nose heavy and fat aircraft
(58.5 to 59 inch empty CG and 1050 lbs).
The airbrakes do cause a decided nose down pitch moment and when
deployed above about 85 KIAS they tend to vibrate.
Honestly, the Europa Motorglider is an airplane with soaring capability
rather than a glider.
In checking out others, I emphasize use of the airbrakes early, and when
approaching the flare lock them closed to prevent a possible nose down
pitch close to the ground and insufficient altitude to correct. I have
no experience with the mono motorglider, but the tri gear bleeds off
airspeed even with an Airmaster prop at a 1800 rpm idle. Crossing the
threshold above 70 KIAS is good for a long float though.
The ailerons are a bit heavy and the slightest roll, easily corrected at
low speed, requires more pressure to counter than I care to hold at
higher speed. I will never have a set of glider wings built in this
shop without aileron trim. I have adjusted the airbrakes to try to help
a heavy wing but aileron trim is best. Assuming the ball is centered of
course.
Without a trim tab, I used the glider technique of adding a shim of
filler under the elevator which re-contoured the lower surface. I added
a 1/16 inch high by 1 inch wedge of filler to the lower surface trailing
edge of the aileron needing to be raised, then flew, sanded the wedge of
filler down a little and flew again and repeated until it balanced well.
I then painted it and you can't even tell I contoured the surface, and
it flew really square...
I hope others with more experience can pipe up and give us all a little
more insight.
Again,
Congrats
Bud Yerly
Custom Flight Creations
----- Original Message -----
From: Terry Seaver (terrys)<mailto:terrys@cisco.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Friday, February 29, 2008 1:09 PM
Subject: Europa-List: Motor glider first flight
<terrys@cisco.com<mailto:terrys@cisco.com>>
Dave DeFord and I have been flying our short winged mono-wheel Europa
for over 6 years now, and have been working on interchangeable long
wings for the past four years or so. We finally finished them and had
our first flight yesterday morning.
There was no drama, everything went well. We got in a total of four
flights, two each. A few comments are as follows;
1) There is a slight tendency to roll right, most noticeable a 100+
kts.
We are not sure yet what is causing this.
2) Very preliminary tests of the minimum sink rate were 400 fpm (at 50
kts indicated), later test indicated 350 fpm (at 52 kts indicated)
after
taping up the aileron and airbrake gaps. We had hoped for 250-280
fpm,
so we need to look for ways to improve this. Fairings for the
fixed-down outriggers are probably a good place to start.
3) The airbrakes are not as effective as the spoilers on the Katana
Extreme we got our glider ratings in last September. The air brakes
also cause a pitch/speed change, which causes some porpoising on
landing
if the brakes are used to modulate your approach/flare. The plane
also
tends to float a while in ground effect, even with full airbrakes on.
4) The mono-wheel twitchiness on the ground is greatly reduced by the
bigger, heavier wings.
5) The long wings add 103 pounds to empty weight, compared to the
short
wings.
6) Stall speed is about 45 kts indicated, with and without airbrakes
applied. As stall speed approaches, the plane just gets loose and the
nose bobs up and down. No tendency to break, it just bobs up and
down,
complaining about it. We haven't tried accelerated stalls yet.
Please note that these test are very preliminary.
Regards,
Terry Seaver
A135 / N135TD
Pleasanton, CA
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 7
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Subject: | Re: Motor glider first flight |
Terry & Dave,
Congratulations!
I imagine that your sink rate tests were with the engine off and the
prop feathered?
Did the CG change with the long wings installed? Best LD will be found
near the aft limit.
Have you sealed the gaps in the wing root?
Glad to hear you guys are gliding... Kevin
Terry Seaver (terrys) wrote:
>
>
> Dave DeFord and I have been flying our short winged mono-wheel Europa
> for over 6 years now, and have been working on interchangeable long
> wings for the past four years or so. We finally finished them and had
> our first flight yesterday morning.
> There was no drama, everything went well. We got in a total of four
> flights, two each. A few comments are as follows;
>
> 1) There is a slight tendency to roll right, most noticeable a 100+ kts.
> We are not sure yet what is causing this.
>
> 2) Very preliminary tests of the minimum sink rate were 400 fpm (at 50
> kts indicated), later test indicated 350 fpm (at 52 kts indicated) after
> taping up the aileron and airbrake gaps. We had hoped for 250-280 fpm,
> so we need to look for ways to improve this. Fairings for the
> fixed-down outriggers are probably a good place to start.
>
> 3) The airbrakes are not as effective as the spoilers on the Katana
> Extreme we got our glider ratings in last September. The air brakes
> also cause a pitch/speed change, which causes some porpoising on landing
> if the brakes are used to modulate your approach/flare. The plane also
> tends to float a while in ground effect, even with full airbrakes on.
>
> 4) The mono-wheel twitchiness on the ground is greatly reduced by the
> bigger, heavier wings.
>
> 5) The long wings add 103 pounds to empty weight, compared to the short
> wings.
>
> 6) Stall speed is about 45 kts indicated, with and without airbrakes
> applied. As stall speed approaches, the plane just gets loose and the
> nose bobs up and down. No tendency to break, it just bobs up and down,
> complaining about it. We haven't tried accelerated stalls yet.
>
> Please note that these test are very preliminary.
>
> Regards,
> Terry Seaver
> A135 / N135TD
> Pleasanton, CA
>
>
>
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