Today's Message Index:
----------------------
1. 05:35 AM - FW: FW: Rotax idle speed. Tailwheel Europa (Jonathan Milbank)
2. 10:46 AM - MG glide tests update (Terry Seaver (terrys))
3. 11:02 AM - Re: MG glide tests update (Graham Singleton)
4. 01:07 PM - Re: Transponder antenna position (Jeff B)
5. 01:11 PM - Re: Fuselage/wing fairing/fillet (Jeff B)
6. 01:46 PM - Re: Fuselage/wing fairing/fillet (Jeff B)
7. 01:57 PM - Re: Exhaust Flange Crack (Jeff B)
8. 03:23 PM - Barry's engine (jason Parker)
9. 04:03 PM - Re: Re: Jason Parker engines (jason Parker)
Message 1
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Subject: | FW: Rotax idle speed. Tailwheel Europa |
Well, there it is folks.
Andy Draper's reply below must be the last word on this matter. I don't wan
t to be guilty of suggesting something against the manufacturer's recommend
ations. Just because my experience with the way I adjust and operate my eng
ine is satisfactory, it doesn't follow that others will enjoy the same bene
fit.
Do it by the book and no-one will be able accuse you of irresponsibility.
Sincerely.
Jonathan
Subject: RE: Europa-List: FW: Rotax idle speed. Tailwheel EuropaDate: Mon,
14 Apr 2008 10:49:19 +0100From: andy.draper@laa.uk.comTo: jdmilbank@hotmail
.com
Hi Jonathan,
It is relatively rare to find a Rotax engine that will idle happily at belo
w 1200 rpm, in my experience, even with balanced carburettors, so we would
always set the idle speed to be around 1500rpm (between the recommended 140
0-1600rpm band) on our demonstrators. This enabled us to operate the aircr
aft without excessive float, but I guess that we all just got used to that
set up.
I would expect that gear box wear will be accellerated if the slow idle is
'chattery' but if it's smooth and especially as you minimise the time at sl
ow idle, then you probably won't suffer excessively. I'm not sure, though,
that I would want to go into print to recommend others to set their engine
s up similarly to yours if it contravenes what the manufacturer says.
Best wishes
Andy
From: Jonathan Milbank [mailto:jdmilbank@hotmail.com] Sent: 14 April 2008 1
0:27To: Andy DraperCc: editor@europaclub.org.ukSubject: FW: Europa-List: FW
: Rotax idle speed. Tailwheel Europa
Hello Andy, The emails below are for your interest and comments, if you hav
e any. If not, then I'll go ahead and submit an article to "The Europa Flye
r". Maybe I'm going over a subject which has been dealt with before, in whi
ch case I apologise. Should you spy any traps for the unwary in what I'm ad
vocating, please let me know. Thanks. Jonathan
From: jdmilbank@hotmail.comTo: europa-list@matronics.comSubject: Europa-Lis
t: FW: Rotax idle speed. Tailwheel EuropaDate: Sun, 13 Apr 2008 22:45:10 +0
000
Pilots/Owners of tailwheel Europas, My email to Conrad Beale and his advice
that I should post these communications on the forum are set out for you b
elow. The four of us who have been flying G-EIKY since 1997 (865 hours in t
ech. log) have no problem in remembering never to allow the engine to idle
below 1500 rpm. In fact after starting we use the throttle to maintain warm
-up above 2000 rpm and don't taxi below 1500 rpm. Only briefly after checki
ng the ignitions do we pull the throttle all the way back for a couple of s
econds to check slow running around 800 rpm before commencing take-off. On
rounding out for a landing, the throttle is closed fully until the landing
roll is completed and re-opened once the aircraft reaches a safe taxi speed
. Thus the percentage of time that our engine spends below 1500 rpm is almo
st negligible. I learned to fly on Harvards 40 years ago and clocked 274 ho
urs on that type. The combined experience of my fellow group members on tai
lwheel machines totals in the 1000's. All this might not make us any safer
than others with less time in tail draggers, but I certainly wouldn't have
been wanting to land any such aircraft in a crosswind with the engine idlin
g quickly. Get squarely in contact with Mother Earth a.s.a.p. after roundin
g out is my fervent hope and intention! If anyone has comments or criticism
s, I'd be grateful for your input. Thanks. Jonathan
From: louise@conairsports.co.ukTo: jdmilbank@hotmail.comSubject: FW: Rotax
912/914 idle speedDate: Tue, 8 Apr 2008 18:58:06 +0100
Jonathan,
Thank you for your comments regarding the article. I am grateful for your f
eedback, especially about the idle speed, and I understand your concerns. A
s you are aware the gearbox wear will be a problem if the idle speed is too
low. I can see you have accepted this as a consequence for your set up, bu
t you benefit from an aircraft that is easier to keep on the ground. Normal
ly it is difficult to achieve a stable speed below 1200, and the engine wil
l often stop if set any lower. Rotax suggest 1800RPM
I think your experience would be of benefit to other (if you were to post i
t on the Europa (Matronics) forum), but it needs to be backed up with the w
arning about increased risk of engine stoppage and increased gearbox wear t
hat will ensue.
I will bear your comments in mind when I am working on installations that m
ight benefit from our feedback in particular the mono wheel Europa..
Regards
Conrad Beale
ConAir Sports Ltd
www.conairsports.co.uk
ONLINE SHOP
+44 (0) 1295 771088
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any other correspondence with ConAir Sports Ltd is covered by the Terms an
d Conditions available at www.conairsports.co.uk.
From: Louise Beale [mailto:louise@conairsports.co.uk] Sent: 08 April 2008 1
0:23To: conrad@conairsports.co.ukSubject: FW: Rotax 912/914 idle speed
From: Jonathan Milbank [mailto:jdmilbank@hotmail.com] Sent: 08 April 2008 1
0:23To: service@conairsports.co.ukCc: mo@moragjones.demon.co.ukSubject: Rot
ax 912/914 idle speed
Hello Conrad, I thoroughly enjoyed reading your very helpful, clear and val
uable articles on servicing Rotax engines and I look forward to the next on
e. Now I'm going to take the risk of slightly contradicting something you w
rote and hope you won't think too ill of me. I know that your articles and
advice are not aircraft type-specific, but idle speed is a sensitive issue
with Europa mono/tailwheel aircraft during the touch-down phase. With its l
aminar flow wing and slippery profile, the Europa mono is a bit notorious f
or departing from the runway against the pilot's wishes and efforts. It wil
l float after rounding out and can easily "balloon" upwards if just a littl
e wind gust should happen. Once the Europa is squarely planted on the groun
d with the stick held fully back and the tailwheel solidly gripping the sur
face, then it is easy enough to keep it running straight. It's during the t
ricky period between raising the aircraft nose to round out and getting wel
l settled on the runway that directional control can be awkward, particular
ly in a crosswind. Therefore it follows that this period of floating above
the surface must be kept to a minimum. A fast idling engine will exacerbate
any problems. I keep the carburettors adjusted so that at full engine oper
ating temperature and with the aircraft standing still in nil wind, the idl
e is around 800 rpm and the engine is on the verge of cutting out. Of cours
e this means that the engine is safely idling at around 1200 rpm with the t
hrottle fully closed while gliding. We who belong to the group that flies t
his Europa are all fully aware that allowing the gearbox to clatter at low
rpm on the ground will drastically shorten its life, so we always set the t
hrottle to keep the rpm above 1500 after start up and when taxying. Possibl
y the reason why our monowheel Europa has survived relatively unscathed for
11 years ( touch wood ) is that we are nearly all professional pilots with
a lot of general aviation experience and tailwheel experience. But we all
also appreciate the importance of minimising the floating period after roun
ding out for a landing. Thanks for your superb contribution to better under
standing the maintenance of our engine. Sincerely. Jonathan Milbank
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Message 2
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Subject: | MG glide tests update |
About a month ago I emailed the group about our first flight with long
wings. We performed some glide tests which resulted in the following
data:
Minimum sink was 267 fpm (234 fpm normalized for altitude) at 50 kts
IAS and best L/D was 22.6 at 55 kts IAS.
These glide tests were without fairings on the fixed outriggers legs and
without a cowl flap.
We have since built and installed outrigger leg fairings and a cowl
flap. New glide tests were performed with following data:
Minimum sink was 254 fpm (229 fpm normalized for altitude) at 55 kts
IAS and best L/D was 25.8 at 60 kts IAS.
The outrigger fairings were copied from what Dave Anderson did on his
motor glider. We used a hot wire to cut aerodynamic shapes for the
nylon outrigger legs and kept the foam in place with 2 inch diameter
heat shrink tubing. This allows considerable flexing of the nylon leg
without damaging the fairing.
The cowl flap is located at the lower, rear of the XS cowl / cooling
duct, allowing us to close off the exit air from the coolant and oil
radiators. Air from the eyeball inlets in the upper cowl that exits on
the sides of the lower cowl is not closed off. This is the air that
cools the cylinders and muffler.
Besides the improvement in glide performance, we noticed a 2 knot
improvement in cruise speed with the cowl flap closed. At 75% cruise
(5.3 gph fuel flow) we got 114 kts IAS with the cowl flap open, and 116
kts with it closed. At 5500 feet altitude and 18 deg C OAT, this was
about 129 kts TAS. Our coolant and oil temps went from about 183 deg F
to about 195 deg F with the cowl flap almost completely closed. Our IAS
readings may not be all that accurate, so we need to check this data
with some GPS runs at a later date. We are looking forward to testing
cruise speed with cowl flap closed with our short wings installed,
hoping for a similar improvement.
Regards,
Terry Seaver
A135
Mono-wheel XS with Rotax 912S, Airmaster prop
Message 3
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Subject: | Re: MG glide tests update |
Wish I had a Europa MG !!:-(
Graham
Terry Seaver (terrys) wrote:
>
> About a month ago I emailed the group about our first flight with long
> wings. We performed some glide tests which resulted in the following
> data:
82005
Message 4
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Subject: | Re: Transponder antenna position |
According to the Archer manual, it's vertically mounted. Mine is just
behind the baggage bay, on the port side. Never a problem being seen...
Jeff - Baby Blue
396 hrs
Graham Singleton wrote:
> <grahamsingleton@btinternet.com>
>
> Jos
> I thought transponder polarisation was vertical? I always put the Bob
> Archer thing (excellent imho) with its two arms vertical and the feeder
> from the BNC horizontal. Am I getting confussed ?:-o
> Graham
>
> josok wrote:
>>
>> I stuck a Bob Archer thing against the luggage bay bulkhead. First
>> wrong way, it has to be horizontal. The radio stays clean, no ticking
>> sounds from the transponder, and ATC sees me even in the steel hangar
>> :-) It's a nice transponder. and backs up as an altimeter with it's
>> encoder built in. I am very happy with it.
>> Regards,
>>
>> Jos Okhuijsen
>>
>>
>
>
>
>
>
>
Message 5
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Subject: | Re: Fuselage/wing fairing/fillet |
Gilles,
I have taken on the challenge and will be building and experimenting
with a new cowl. Don't expect overnight results, though, as this will
probably be a lengthly process. I'll post results as they occur,
probably on my build site.
Jeff - Baby Blue
396 hrs
Gilles Thesee wrote:
> <Gilles.Thesee@ac-grenoble.fr>
>
> Fred Klein a crit :
>> Gentlemen,
>>
>> While trial fitting the wings and setting the angle of incidence, I
>> took some time to mock up an enhancement of the fairing in hopes of
>> reducing interference drag. The gist is to start w/ the radius of the
>> standard fairing just forward of the spar and extend the tangent point
>> aft along the fuselage waterline until abeam of the flap trailing edge.
>>
>> Might this be: Much ado about nothing?...a promising
>> development?...beyond the pale?
>
> Fred,
>
> Nice pictures and mockup.
> Reducing interference drag is always worth some thought. Some in flight
> data, such as tuft tests prior to any modification might prove valuable.
> Also, if drag is in consideration, cooling drag is an area where the
> Europa could really benefit.
>
> Best regards,
Message 6
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Subject: | Re: Fuselage/wing fairing/fillet |
Nice looking layout, Fred. Now, if you'd stop mucking around with all
those extras, you'd be flying... :)
Jeff - Baby Blue
396 hrs
Fred Klein wrote:
> Gentlemen,
>
> While trial fitting the wings and setting the angle of incidence, I took
> some time to mock up an enhancement of the fairing in hopes of reducing
> interference drag. The gist is to start w/ the radius of the standard
> fairing just forward of the spar and extend the tangent point aft along
> the fuselage waterline until abeam of the flap trailing edge.
>
> My intention is to cut the supplied fairing just forward of the spar and
> increase the radius aft as shown in the pixs. I plan to have a lapped
> joint at the trailing edge of the wing (not the flap) and secure the new
> fairing aft of the wing to the fuselage, overlapping the flap; the
> fairing forward of the trailing edge of the wing would be glassed to the
> wing in the normal manner.
>
> I anticipate placing the rear pip pin w/ the use of a modified set of
> needle-nosed pliers thru the standard hole.
>
> I have not resolved the issue of trailering as the projection from the
> fuselage will create a conflict when the wings are stored alongside,
> though I am hopeful that the spar carriers on the trailer can be
> relocated to provide clearance and still stay within the overall width
> limitation (8 feet) for highway travel.
>
> Might this be: Much ado about nothing?...a promising
> development?...beyond the pale?
>
> Thoughtful comments would be appreciated...especially from anyone
> qualified to opine about the aerodynamics of such an installation.
>
> thanks, Fred
>
>
>
>
> ------------------------------------------------------------------------
>
>
> Roll 43 - 10
>
>
>
> ------------------------------------------------------------------------
>
>
> Roll 43 - 14
>
>
>
> ------------------------------------------------------------------------
>
>
> Roll 43 - 15
>
>
>
> ------------------------------------------------------------------------
>
>
> Roll 43 - 16
>
>
>
> ------------------------------------------------------------------------
>
>
> Roll 43 - 17
>
>
>
>
> ------------------------------------------------------------------------
>
> Checked by AVG.
Message 7
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Subject: | Re: Exhaust Flange Crack |
Ira,
First, it was great seeing and speaking with you again an SNF.
Looks as if this may become own of those tank crack threads, as Baby
Blue suffered a separated pipe, half way back from SNF. No real
problems encountered, save the noise and we landed within 30 miles, at
an airport that allowed us to work on her, on the ramp. Pulled out the
old safety wire and pliers and made a couple of strong cables and wired
it into place. Was enough to complete the trip without further
difficulties. At any rate, I'll be looking for a replacement for the
912S pipe. Anybody got a spare?
Jeff - Baby Blue
396 hrs
rampil wrote:
>
> Last week while flight I had an separation of the machined flange
> from the down pipe for cylinder #1, (Europa p/n exo-34b).
>
> It was manifest by a burning smell in the cockpit and a loud unusual
> engine noise but no loss in power or change in engine parameters.
>
> I had it rewelded by the local TIG shop.
>
> Has this happened to anyone else.
>
> --------
> Ira N224XS
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=175678#175678
>
>
>
>
>
>
>
>
>
>
>
>
Message 8
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Bud,
I went ahead and shipped your engine back to you. I shipped it collect, but after
thinking about all you have done, I have decided to include 300$ with Barry's
parts to help cover the shipping. When I took off the exaust, I pull all
the nuts and bolts in one place, and for the life of me I can't find them. When
you send the engine to lockwood, they will need to replace the bolts that hold
the collector to the turbo, 2 of the engine mounting bolts, and a couple of
the muffler nuts. Sorry. I have been trying to get ahold of Barry, but without
any luck. See if you can get ahold of him and have him call me.
Jason
ALAN YERLY <budyerly@msn.com> wrote:
Rick,
One kit should do for just wing closeout if the top is on. Send USPS mailing
address. It will be shipped Wed.
Bud
----- Original Message -----
From: Rick Stockton
To: europa-list@matronics.com
Sent: Monday, November 05, 2007 8:18 PM
Subject: Re: Europa-List: Redux available
Bub, I'll be nneding some as I have my wings almost ready to seal.
Rick Stockton 707-330-1717
ALAN YERLY <budyerly@msn.com> wrote:
All Europa Builders,
I just had my distributor get a dual shipment of Epibond 420 A/B which is Araldite
or as most of us know it, Redux.
It is in the 2 pound can. (Yes the can of hardener or part B is a pain to pour
from, so use a 1 pint vinegar bottle with a tight fitting cap to make it easier
to use and store longer.) Please clean and dry the bottle though.
Price is $159.00 plus ground shipping. Shipping is about
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Subject: | Re: Jason Parker engines |
Paul,
I fabricate all parts including exaust, Turbomount, muffler, Muffler support,
Wategate support, Oil box on the bottom of the turbo, Oil checkvalve on the top
of the turbo.
Jason
Paul McAllister <paul.the.aviator@gmail.com> wrote:
Hi Jason,
I was looking at the engine that you had built up. Did you fabricate
the exhaust system or are they the standard 914 Rotax pipes ?
Paul
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