Today's Message Index:
----------------------
1. 12:50 AM - Re: Ducatti Rectifier/Regulator (josok)
2. 01:16 AM - Re: Maximum flap extension? (David Joyce)
3. 02:19 AM - Re: sight tube (craig bastin)
4. 04:13 AM - Re: Safety matters including stall and AOA warning units (Mark Burton)
5. 07:37 AM - Re: Ducatti Rectifier/Regulator (nwcmc@tiscali.co.uk)
6. 07:37 AM - Re: Ducatti Rectifier/Regulator (nwcmc@tiscali.co.uk)
7. 07:54 AM - Stalling and AoA's (Fergus Kyle)
8. 08:21 AM - Rotax regulator research (Fergus Kyle)
9. 09:46 AM - Re: Maximum flap extension? ()
10. 10:34 AM - Re: Maximum flap extension? (Graham Singleton)
11. 11:03 AM - Re: Ducatti Rectifier/Regulator (Bryan Allsop)
12. 11:08 AM - Re: Ducatti Rectifier/Regulator (steve v)
13. 11:40 AM - Re: Ducatti Rectifier/Regulator (Robert Borger)
14. 01:38 PM - Re: Ducatti Rectifier/Regulator (Duncan & Ami McFadyean)
15. 03:47 PM - Re: Maximum flap extension? (Duncan & Ami McFadyean)
16. 05:31 PM - Rough River Fly in Sept 6/7 (Paul McAllister)
17. 05:39 PM - John Wigney email address (Tim Ward)
18. 05:42 PM - 91 octane, time to be heard! (Roger Lee)
Message 1
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| Subject: | Re: Ducatti Rectifier/Regulator |
Gilles,
With all respect to your students work, it's always a good idea to check if the
numbers add up. From the top of my head, with (low quality) thyristor junction
loss of 0.6 V at 20 A makes for 12 watts to dissipate, not 80 as "actually
measured". Add 10 watts for the rest of the components and we are still far from
the "actual measured" figure. Common sense also tells me that 80 watts dissipation
would make this item scalding hot in minutes. 20 W also is more in line
with the Rotax idea of ambient temperature. Where is the mistake?
Regards,
Jos
Visit - www.EuropaOwners.org
Message 2
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| Subject: | Re: Maximum flap extension? |
There is the consideration that increasing the flap extension beyond its
stated limit might push the structural limits of the flaps. Don Dykin's
booklet on the aerodynamics of the Europa says that at max flap speed the
flaps support about half of the plane's weight. Could an extra 3 degrees and
a corresponding change of the angle of the flap lift force be the straw that
did for that particular camel? Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
Sent: Tuesday, August 05, 2008 7:51 PM
Subject: Re: Europa-List: Maximum flap extension?
> <ami@mcfadyean.freeserve.co.uk>
>
> Or not.
>
> The mono is limited to 27 degrees of flap extension in order to prevent is
> taking off before the controls are effective. Which confirms that more 27
> degrees of flap extension is effective!
>
> There is at least one trigear flying with more than the standard flap
> movement (30+); this was achieved by a longer-stroke servo.
>
> Theoretically, fowler flaps don't like more than about 30 degrees,
> although
> G-YURO tested to more than this.
>
> The non Mono Europa, which has its own speed break (the monowheel swing
> arm)
> could certainly do with more drag at full flap. And sideslipping has
> little
> effect!
>
> Duncan McF.
>
>
> ----- Original Message -----
> From: "G-IANI" <g-iani@ntlworld.com>
> To: <europa-list@matronics.com>
> Sent: Tuesday, August 05, 2008 10:00 AM
> Subject: RE: Europa-List: Maximum flap extension?
>
>
>>
>>
>> As David says it should be 26-27 degrees. Mine ended up dead on 27.
>>
>> Ian Rickard G-IANI XS Trigear, 200 hours
>> Europa Club Mods Rep (Trigear)
>> e-mail mods@europaclub.org.uk
>> or direct g-iani@ntlworld.com
>> -----Original Message-----
>>
>> Frans, For the XS mono kit 402 the manual says the aim is to get the
>> flaps
>> to extend to 26-27 degrees. The supplied Europa final inspection sheet
>> stipulates minimum 25 and max 27 degrees. Hope this helps. regards, David
>> Joyce
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 3
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RE: Europa-List: sight tubeGreg
I too am looking at going with the Odyssey, and i asked the australian
distributor about fuel senders. and they indicated that the resistive sender
is preferred, but only because they feel it to be more accuate, I was told
it would work fine with the capacitance type sender but readings will vary
depending on fuel type used, which i believe has been covered quite a bit
here already. It is possible though that the distributor has it wrong.
One thing i was considering was another circuit between
the EFIS and my capacitance sender so i can calibrate the sender to the fuel
type to get a more accurate reading depending on AVGAS / MOGAS / Blend of
the two
contents in the tank itself.
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Greg Fuchs
Sent: Tuesday, 5 August 2008 2:34 PM
To: europa-list@matronics.com
Subject: RE: Europa-List: sight tube
Yes, it looks like I would be able to use the same input conditioning for
an EFIS that you used for the PIC. I would need both the 12V regulator
(sensor and Burr-Brown amp) and 5 volt regulator to use the clamping
diodes.
I looked up info on the Odyssey again, and it will handle up to two tank
inputs, but it wants resistive inputs to its engine management system.
Remembering back, this is another reason I went with a standard float type
sensor.
That said, I think an analog fuel level gauge would look nice (and fit) on
the center console, close to the fuel valve. Could simplify, and get rid of
the clamp circuit. Linearity of fuel used might be my only problem then,
and that is where reverting back to the PIC circuitry may have to happen.
Chasing my tail in this paragraph. J
If I had stuck with the Dynon EFIS idea, it would have made this part
easier.
Greg F
----------------------------------------------------------------------------
--
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony Krzyzewski
Sent: Monday, August 04, 2008 4:44 PM
To: europa-list@matronics.com
Subject: RE: Europa-List: sight tube
> My current plan is to go with an MGL Avionics Odyssey. I bet I can take
the
> sensor output and slightly re-scale it to match the Odyssey input
needed,
> but have not looked at it yet.
If you are using a system that a 0-5v input and has it's own scaling
capability (such as the Dynon) then all you need is the power supply,
pressure transducer, amplifier and clamping diode part of my circuit. I'd
just add a 22k ohm resistor in the output line to limit the current.
Fill the tank and then adjust the potentiometer on the amplifier to give
you 5v at the input of your instrument. Once you have done that you can
follow the linearisation process provided by the instrument manufacturer.
Tony
Message 4
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| Subject: | Re: Safety matters including stall and AOA warning units |
Folks,
I have been busy. You can now see a demo video of the SmartASS
being used on approach. It's simulated, but real. By that I mean that
the video has been captured from a computer flight simulator but the
audio is being produced by a real SmartASS unit being fed the simulated
airspeed and G.
The simulation aircraft is a wallowing pig (aka C172), something I never fly in
real life (I hope the real thing is nicer to fly!)
In the video, I deliberately pull back sharply to demonstrate how the SmartASS
can detect the increased wing loading before the airspeed has dropped significantly.
The video is 11MB in size and probably plays best if you first download it
to your computer and then play the local copy (saves my bandwidth too).
The URL is: http://www.smartavionics.com/smartass-videos.html
Cheers,
Mark
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=196850#196850
Message 5
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| Subject: | Ducatti Rectifier/Regulator |
Certainly keeping the continuous load to a maximum of about 11amps
helps to avoid exploring the edges of the regulators envelope. With
most daylight VFR equipped Europas this should be quite easy to do.
High power lights in particular put the regulator nearer to its
limits.
Although my regulator (like many) is mounted on the footwell, it
receives the outlet of a 2 tube of ram air which is used to cool the
fuel tubing forward of the firewall. I use the NACA duct on the lower
starboard side of the engine cowl. Fuel temperature entering the
carburetor is nearly always around that leaving the fuel tank. The only
exception is after shutdown when the lack of airflow lets the fuel
temperature rise to around 40degC on hot days. For short turnarounds I
leave the inspection panels open as this allows the hot air to escape
more easily. It is important to have some method to avoid forgetting to
close them before departure.
Nigel Charles
-----Original Message-----
From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-
server@matronics.com] On Behalf Of Duncan & Ami McFadyean
Sent: 05 August 2008 19:59
Subject: Re: Europa-List: Ducatti Rectifier/Regulator
That mode of (slow) regulator failure is common. And not just on
Europas.
I have it creeping up on me too, but can confirm that the regulator
does not see more than 40C (as measured on the body of the regulator),
except perhaps after shutdown, at which time there would be no greater
junction temperature, which should be able to endure in excess of 100C
. So the failure mode may not necessarily be related to temperature.
Duncan McF.
----- Original Message -----
From: Bryan Allsop
Sent: Tuesday, August 05, 2008 9:56 AM
Subject: RE: Europa-List: Ducatti Rectifier/Regulator
Hi Steve,
My regulator is positioned on the firewall behind the plenum chamber,
without a heat sink. Last time he did an annual inspection Graham
Singleton looked at it oddly, and asked if I had experienced problems
with the regulator. Apparently overheating had been common problem. I
told him that I had not, and forgot about it.
Only last week I had a radio failure in flight. I noticed that the
voltage had dropped and returned to investigate. Sure enough, there was
no voltage from the Ducati regulator to the battery. After an hour or
two trying to prove to myself that I did not need to buy a new
regulator, I failed, and had to spend 75 + del. to purchase a new
one.
Retrospectively, I can look back and recognise that the failure has
been taking place intermittently for more than a year. I can recall odd
times when the voltage had dropped, and I put it down to other things.
More recently it has taken a little time for the voltage to come up to
the charging level. It is a bit like old age, you begin to accept that
visiting the bathroom in the middle of the night is normal.
My recent investigations illustrate that there is quite a history
overheating problems with Ducati regulators. Hopefully the later models
have been improved. Certainly the back of my unit does not give a good
heat sink area. Despite this, the regulator has been installed and
working for over eight years.
This all leads me to suggest that you would be well advised to
position the regulator in a way which will minimise heating problems. A
good heat sink would be an advantage.
Hope this helps.
Bryan
> From: steven.pitt2@ntlworld.com
> To: europa-list@matronics.com
> Subject: Europa-List: Ducatti Rectifier/Regulator
> Date: Sun, 3 Aug 2008 19:33:01 +0100
>
pitt2@ntlworld.com>
>
> Dear All,
> I hope I am not repeating a thread but I would appreciate input from
the
> forum on where builders have positioned their regulators. My reason
for
> asking is that I may have an intermittent fault in the electrical
generation
> system and having done some fault tracing with Conrad Beale and
Skydrive it
> is pointing to the rectifier and the possibility that it has become
'cooked'
> and thus developed the intermittent workings.
> My fitment is on the flat above the pilot's footwell, but the
opinion
> expressed so far is that there is not enough air circulation to keep
it
> cool, especially after landing. I still have the side gills to the
top
> cowling.
> Thanks in anticipation.
> Steve Pitt
> G-SMDH Trigear XS.
>
>
> Checked by AVG - http://www.avg.com
>
>
&g===========
>
>
>
Get more from your digital life. Find out how.
href="http://www.matronics.com/Navigator?Europa-List">http://www.
matronhref="http://forums.matronics.com">http://forums.matronics.com
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Message 6
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| Subject: | Ducatti Rectifier/Regulator |
My understanding is that the reason the battery should not be
disconnected during engine running is that it is important that the
regulator sees a load. One way to help achieve this is for at least one
significant electrical load to be supplied direct from the regulator
output. Anyone with a dual electrical pump system already does this
with one of the fuel pumps but for those with a mechanical pump another
load could be used.
Nigel Charles
-----Original Message-----
From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-
server@matronics.com] On Behalf Of josok
Sent: 05 August 2008 21:50
Subject: Re: Europa-List: Ducatti Rectifier/Regulator
Mine failed just over 150 h. It's mounted inside the panel, to keep it
out of the heat of the engine. I really do not believe the error rate
of this component is environmental heat related. It's more of a quality
issue. Some time ago there was a similar thread, and if i remember
correctly there was a German origin alternative offered.
Anyhow, in my case there happened more then bargained for. The red
lamp came during flight, and shortly after a low voltage warning. Since
i can switch everything over to the second power system, i was not
worried, and did the 3 hrs 30 mins leg to the rotax dealer as intended.
There the engine was checked for damage after the wheel up landing, and
i mentioned the probable regulator failure. However, the charge lamp
was and stayed out. During the test flight thereafter i noticed that
there was still no charge. My assumption was that the red lamp had
burned out, and that everything would be fine after i would have
replaced the regulator. That assessment was wrong, as later turned out.
After about one hour in the next flight, smoke appeared in the cockpit,
and i asked for an immediate landing at a nearby airport. In the 5
minutes it took to land the plane, the smoke started to vanish. The
smell was something i had smelled before, but could not immediately
place. Examination sho
wed that the large smoothing capacitor had cooked itself empty.
The sequence of events has been, that this regulator developed a
fault, and put AC current to the battery and capacitor. After a while
the 30 amp battery fuse had blown, with the result that the charge
control lamp does not light. After that fuse had blown, the full AC
power of the charging coils was released on the capacitor, which gave
way, causing an emergency landing.
Lessons learned: Do not keep flying with a red lamp on. Do not assume
anything, check and correct before the next flight. Having an
alternative system is great, but creates overconfidence on the
downside.
Question unanswered: There is text on the regulator: Do not take the
battery off line with a running engine. If you look at the Rotax
manual, that is exactly what the main switch or contactor does. Maybe
the regulator blew up dangerously when i tried to recycle the main
switch. Also a blown battery fuse takes the battery off line. On the
other hand, there is no fuse in the charge coil circuit. In this case,
the connector shows melting marks, and solder has dripped from the one
of the AC connector tabs.
In other words: There is no protection from defect rectifiers in the
regulator. IMHO there should be a fuse in the circuit too. Unless i get
contradictionary information, that fuse will be there after the next
service stop.
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Checked by AVG - http://www.avg.com
8/5/2008 6:03 AM
_________________________________________
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Message 7
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| Subject: | Stalling and AoA's |
Cheers,
I noted the remarks of Mark Burton and others on the topic and agree
that some sort of approach warning to stall might be applicable -
particularly if the headstrong types omit the stall strip in favour of
slower stall angle.
One item keeps gnawing at me from the standpoint of failures to
maintain flying 'speed' and the accidents resulting. That is, that both
wings need not stall at the same angle - in fact most wing stalls occur
one-wing-early because of inaccuracies/irregularities in the shape of each
pinion. When testing/researching the stall, it is vital to find which wing
is the early cause, and why it's vital. This would apply especially to us
who built our own. Where is your AoA?
When approaching the stall, care must be taken to keep the ball in
the middle in order that both wings come close to seeing the same air.
Otherwise, which wing stalls first depends upon which is slowest - that is
in co-ordinated flight,
As soon as you wobble the rudder, you yaw the wings unequally and
the slowest wing 'wins'. At this point you have hobbled the AoA's ability to
predict the outcome. This can be due to improper attention on finals, a loss
of centerline approach, or at the request of observers.
This latter reminds me of the mishaps at Oshkosh, where tension
amongst tyros is high on final and adherence to instructions paramount.
There we are on final turn - maybe lots of bank to prevent overshooting the
centerline, and the approach controller calls for a 'wiggle' or a tailwag.
It's understandable to ignore the co-ordination for a split-second and obey.
At that instant, one wing is slower than the other, and keenness to obey
might add an extreme note.
Oh-oh. Low speed, stress, low altitude, bank and unco-ordinated
flight [don't forget gusty wind]. All these add up to trouble and whatever
device warns of stall is only partly useful. Reliance upon devices instead
of wariness can be dangerous.
Ferg
Europa A064
PS: And we never discussed inaccuracies in the initial set-up of the
device........
Message 8
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| Subject: | Rotax regulator research |
Gilles,
I concur with Graham S that your treatise is fascinating AND vital
to our understanding.
Thanks for taking the trouble to promulgate it!
Ferg
Message 9
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| Subject: | Re: Maximum flap extension? |
Hi David
"> There is the consideration that increasing the flap extension beyond
its
> stated limit might push the structural limits of the flaps. Don Dykin's
> booklet on the aerodynamics of the Europa says that at max flap speed the
> flaps support about half of the plane's weight. Could an extra 3 degrees and
> a corresponding change of the angle of the flap lift force be the straw that
> did for that particular camel?"
No matter what the absolute answer is, best to keep maximum flap extension
speed as published.
That said my partner Wayne built a model of the Europa XS in X-Plane. One
mode is you can display dynamic arrows of stress. You can not believe how
rapid the stresses on the outboard section of the wing grow when you
exceed maximum flap extension speed! It begins that with full flaps the
tip of the wing is lifting a little, then with increased speed the inboard
section of the wing is lifting so much it requires that you lower the
nose, then the outboard section of the wing now is creating negative lift
and then if you increase speed further, the stresses look downright scary!
Increasing flap angle would no doubt place greater loads as stated above.
Ron Parigoris
Message 10
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| Subject: | Re: Maximum flap extension? |
Ron
Thanks for the X-Plane data Ron, I must install my copy and learn to use
it! Steep learning curve I fear :-(
increased flap deflection would therefore reduce the flap limiting speed
too.
Graham
rparigor@suffolk.lib.ny.us wrote:
>
> No matter what the absolute answer is, best to keep maximum flap extension
> speed as published.
>
> That said my partner Wayne built a model of the Europa XS in X-Plane. One
> mode is you can display dynamic arrows of stress. You can not believe how
> rapid the stresses on the outboard section of the wing grow when you
> exceed maximum flap extension speed! It begins that with full flaps the
> tip of the wing is lifting a little, then with increased speed the inboard
> section of the wing is lifting so much it requires that you lower the
> nose, then the outboard section of the wing now is creating negative lift
> and then if you increase speed further, the stresses look downright scary!
>
>
> Increasing flap angle would no doubt place greater loads as stated above.
>
> Ron Parigoris
Message 11
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| Subject: | Ducatti Rectifier/Regulator |
The e-mail from Jos makes the following comment:": There is text on the reg
ulator: Do not take the battery off line with a running engine. If you look
at the Rotax manual=2C that is exactly what the main switch or contactor d
oes." Whilst replacing my Ducati I noticed the following instruction discre
etly cast between the cooling fins:- "WITH THE MOTOR RUNNING NEVER DETACH B
ATTERY CABLES". Until that time I was not aware of it. If I had been=2C it
would not have appeared to be a problem. It is a problem though for aircraf
t like mine=2C where the ignition switches are independent of the master sw
itch. Retrospectively=2C I can recall that I have occasionally switched all
power before stopping the engine=2C thus isolating the battery with the en
gine running. The current general advice seems to be that overheating is no
t a major problem. If that is the case=2C it seems more likely that Ducati
failures in aircraft can be put down to isolating the battery with the engi
ne running. From now on=2C my shut down procedure will be "engine before m
aster switch". Bryan
_________________________________________________________________
Get Windows Live and get whatever you need=2C wherever you are. Start here
.
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Message 12
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| Subject: | Re: Ducatti Rectifier/Regulator |
OK, if the standard ducati regulator is just about coping with electriacal
loads, then how is it going to manage with the external 40A alternator option?
anyone fitted that alternator?
steve G-CECV #573
Visit - www.EuropaOwners.org
Message 13
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| Subject: | Re: Ducatti Rectifier/Regulator |
Steve & other Europaphiles,
The external alternator (Nippon-Denso in my case, purchased through Flight Crafters)
is an internally regulated device. In my installation (as per instructions)
my electrics are powered from either the N-D alternator through its own regulator
OR from the Rotax alternator through the Ducati regulator. The Ducati
unit is not involved with the N-D alternator. I use a double pole, triple throw
switch (on-off-on) for control. Switch down > Rotax alternator; Switch middle
> Battery only; Switch up > N-D alternator.
This is a complicated setup and, from Bob N's postings, may not be necessary.
Bob has posted that it should be possible to connect both alternators in parallel
to the bus. The one with the higher output voltage driving until it can no
longer maintain voltage. When the voltage sags, it will drop below the output
voltage of the second unit allowing it to come on line. I decided to go ahead
and follow the instructions provided but will probably test the parallel set
up at some point in the future.
For now this is all theory in my case as my Rotax has yet to be started. Maybe
on Sunday, should all deliveries appear on time and I can finish the priming/purging
of the oil system.
Good building and great flying,
Bob Borger
On Wednesday, August 06, 2008, at 01:19PM, "steve v" <s@vestuti.orangehome.co.uk>
wrote:
>
>OK, if the standard ducati regulator is just about coping with electriacal
>loads, then how is it going to manage with the external 40A alternator option?
anyone fitted that alternator?
>
>steve G-CECV #573
>
>
>Visit - www.EuropaOwners.org
>
>
Message 14
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| Subject: | Re: Ducatti Rectifier/Regulator |
But I've NEVER had the engine running without the battery and alternator
connected, unless the possibility of aging earth connections is counted
as a partial contribution. The regulator hasn't failed yet either, but
it's on its way!
For the record, the load demand is normally well below 10amps, maybe
more during charging after a start, which actually is noticeable during
temperature monitoring; the temperature drops back slightly after about
5 to 10 minutes.
Duncan McF.
----- Original Message -----
From: Bryan Allsop
To: europa-list@matronics.com
Sent: Wednesday, August 06, 2008 7:02 PM
Subject: RE: Europa-List: Ducatti Rectifier/Regulator
The e-mail from Jos makes the following comment:
": There is text on the regulator: Do not take the battery off line
with a running engine. If you look at the Rotax manual, that is exactly
what the main switch or contactor does."
Whilst replacing my Ducati I noticed the following instruction
discreetly cast between the cooling fins:-
"WITH THE MOTOR RUNNING NEVER DETACH BATTERY CABLES".
Until that time I was not aware of it. If I had been, it would not
have appeared to be a problem. It is a problem though for aircraft like
mine, where the ignition switches are independent of the master switch.
Retrospectively, I can recall that I have occasionally switched all
power before stopping the engine, thus isolating the battery with the
engine running.
The current general advice seems to be that overheating is not a major
problem. If that is the case, it seems more likely that Ducati failures
in aircraft can be put down to isolating the battery with the engine
running.
From now on, my shut down procedure will be "engine before master
switch".
Bryan
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Message 15
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| Subject: | Re: Maximum flap extension? |
Would certainly need a reduction of flap limiting speed.
As aerodynamic loads vary as the square of velocity, a 10% increase in flap
lift/drag load (for the sake of argument resulting from a 10% increase in
flap angle) would reduce white-arc maximum speed by a factor equivalent to
the inverse of the square root of 1.1. So 95 knts becomes 90 knts.
Presuming that the limiting speeds were not in the first place determined at
the original angles used on the prototype.
Duncan McF
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Sent: Wednesday, August 06, 2008 9:15 AM
Subject: Re: Europa-List: Maximum flap extension?
>
> <davidjoyce@doctors.org.uk>
>
> There is the consideration that increasing the flap extension beyond its
> stated limit might push the structural limits of the flaps. Don Dykin's
> booklet on the aerodynamics of the Europa says that at max flap speed the
> flaps support about half of the plane's weight. Could an extra 3 degrees
> and a corresponding change of the angle of the flap lift force be the
> straw that did for that particular camel? Regards, David Joyce, G-XSDJ
> ----- Original Message -----
> From: "Duncan & Ami McFadyean" <ami@mcfadyean.freeserve.co.uk>
> To: <europa-list@matronics.com>
> Sent: Tuesday, August 05, 2008 7:51 PM
> Subject: Re: Europa-List: Maximum flap extension?
>
>
>> <ami@mcfadyean.freeserve.co.uk>
>>
>> Or not.
>>
>> The mono is limited to 27 degrees of flap extension in order to prevent
>> is
>> taking off before the controls are effective. Which confirms that more 27
>> degrees of flap extension is effective!
>>
>> There is at least one trigear flying with more than the standard flap
>> movement (30+); this was achieved by a longer-stroke servo.
>>
>> Theoretically, fowler flaps don't like more than about 30 degrees,
>> although
>> G-YURO tested to more than this.
>>
>> The non Mono Europa, which has its own speed break (the monowheel swing
>> arm)
>> could certainly do with more drag at full flap. And sideslipping has
>> little
>> effect!
>>
>> Duncan McF.
>>
>>
>> ----- Original Message -----
>> From: "G-IANI" <g-iani@ntlworld.com>
>> To: <europa-list@matronics.com>
>> Sent: Tuesday, August 05, 2008 10:00 AM
>> Subject: RE: Europa-List: Maximum flap extension?
>>
>>
>>>
>>>
>>> As David says it should be 26-27 degrees. Mine ended up dead on 27.
>>>
>>> Ian Rickard G-IANI XS Trigear, 200 hours
>>> Europa Club Mods Rep (Trigear)
>>> e-mail mods@europaclub.org.uk
>>> or direct g-iani@ntlworld.com
>>> -----Original Message-----
>>>
>>> Frans, For the XS mono kit 402 the manual says the aim is to get the
>>> flaps
>>> to extend to 26-27 degrees. The supplied Europa final inspection sheet
>>> stipulates minimum 25 and max 27 degrees. Hope this helps. regards,
>>> David
>>> Joyce
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
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| Subject: | Rough River Fly in Sept 6/7 |
Hi all,
So far I have the following folks as attendees for the fly in. For
anyone else attending could you please let me know so I can
communicate it to everyone.
John & Paddy Wigney
JEFF ROBERTS
Scott and Corky Dingman
Venu Rao - Tentative
Jeff & Mary Behrnes
Gary Leinberger
Jim & Heather Butcher
David Miller
Paul & Jenny McAllister
Thanks, Paul
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| Subject: | John Wigney email address |
John,
Can you send me your email address so I can send you some photos
of our Oshkosh flight?
ward.t@xtra.co.nz
Thanks,
Tim
Tim Ward
12 Waiwetu Street,
Fendalton,
CHRISTCHURCH 8052
NEW ZEALAND
Ph :64 03 3515166
Mob: 021 0640221
email:
ward.t@xtra.co.nz
Message 18
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| Subject: | 91 octane, time to be heard! |
If you are happy with just 100LL stop here. You won't like where this is going.
This effects us all even in other countries because one tends to follow the other
at some point.
If you are tired of someone saying we can't have 91 octane, read on. It's time
to pick a side and take 5 minutes to email. Our lives as people are good because
someone didn't just say ok. Some took the time to make change and made it better
for all of us. If we choose to sit on the sideline and just go along then
we deserve what we get. I would implore all to take a minute and email these
two people and any other fuel administrator in other companies. I will post on
as many aviation websites as possible and I would you all to pick a side and
stand up to be heard and maybe, just maybe we might effect change. I for one
don't want to roll over. You are about to read a bulletin about the use of Chevron
ground fuel verses aviation fuel. Then I have a response.
Don't sit back and pick my memo apart, use that time to write your own and be heard.
Post this on all your aviation websites. Let them hear a nation wide voice.
Send your emails to:
LIMG(at)chevron.com
kayalbitz(at)chevron.com
or any other fuel company administrator.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197010#197010
Attachments:
http://forums.matronics.com//files/2008_04_2008_04_bulletin_2008_04_chevron_position_autogas_for_aviation_use_613.pdf
http://forums.matronics.com//files/ryan_memo_768.doc
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