Today's Message Index:
----------------------
1. 02:35 AM - Mixture control (Remi Guerner)
2. 02:54 AM - Mixture control (Remi Guerner)
3. 06:15 AM - Re: Cooling problems (Karl Heindl)
4. 06:16 AM - Re: A question on composits (h&jeuropa)
5. 09:18 AM - Re: Mixture control (Terry Seaver (terrys))
6. 11:42 AM - Re: mono-bungees (Trombley)
7. 11:58 AM - Re: mono-bungees (Fred Klein)
8. 01:50 PM - Re: A question on composits (karelvranken)
9. 01:59 PM - Re: Garmin GTX 328. (Mike Parkin)
10. 07:05 PM - Re: Seat Belt Restraint Points (JR Gowing)
Message 1
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Graham,
I agree that the inlet configuration is important. As I am using the
Rotax 912 series optional airbox, this may be the cause of the different
mixture distribution compared to the same engine type fitted with the
Europa airbox.
Remi
the inlet to the carbs can have a marked effect. Some friends were
struggling with a Jab6 installation, single Bing carb, the rear
cylinders were overheating. After many fruitless efforts with cooling
baffles over a frustrating year, the cure was to replace the nice smooth
elbow at the inlet with a square box. Courtesy of Tony Higgins
experience.
Graham
Message 2
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Hi Ron,
Better too rich than too lean, I agree.
Remi
>>>>>>>>If your forward cylinders run a little rich at lower RPMs, so be
it, but at take
off power your real interest is you are not running lean at all. Best
taint
slight towards richer at full power<<<<<<<<<
Message 3
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| Subject: | Cooling problems |
Hi Paul=2C
Have you ever considered a mod which allows you to vary the cooling ? I am
working on one whereby the main inlet is a large scoop further back=2C whic
h I can vary from a small slit to wide open.
I removed the original fishmouth completely by making an initial cutout of
appr. 12 inches wide by 14 inches long. I am talking about the XS cowl. I w
ill rebuild the opening with a piece of shaped aluminum bonded to the insid
e and glassed over on the outside. I think it is a very straightforward mod
=2C also using a push/pull control from ACS or the car parts shop=2C one th
at can be locked in any position.
It should meet my cooling requirements=2C at the same time reducing drag in
the cruise.
Karl
> Date: Mon=2C 19 Jan 2009 20:36:32 -0600> Subject: Re: Europa-List: A ques
tion on composits> From: paul.the.aviator@gmail.com> To: europa-list@matron
ator@gmail.com>> > Hi Karel=2C> > I was wondering now that you have put a l
ittle more time on your> airplane are you still happy with your modificatio
n? Also=2C I am> curious about a few other things.> > - Did you do this mod
ification from the beginning=2C or after you had> been flying for a while.
If yes=2C do you have any before / after> comparisons to share.> - How do y
ou find this modification works on during a long taxi on a> hot summers day
.> - Is the size of the inlet the same or smaller than the original> Europa
design. If smaller=2C can you give me your new square area ?> - It looks l
ike your new inlet does not project as far forward as the> original Europa
design=2C can you give me some measurements.> - Did you make your modificat
ion using Epoxy or vinyl-ester resin ?> - Is there any particular reason th
at you did not make large radius's> on the edges of the inlet.> > I have tw
o problems to solve=2C mine over heats if I have a long taxi> (CHT)=2C or i
f Tower has me standing at the hold short line too long.> The other issue i
s that the aircraft (914) is capable to climb at more> that 1000 feet per m
inute all the way to 10=2C000 ~ 12=2C000'=2C however the> oil overheats if
I do more that 500' per minute.> > If you have any more photos other that t
he 3 you shared on the forum=2C> I'd appreciate it if you could send them o
n.> > Thanks for indulging my long list of questions.> > Regards=2C Paul> >
> On Thu=2C Jul 3=2C 2008 at 3:28 PM=2C karelvranken <karelvranken@hotmail
.com> wrote:> > Jeff=2C> > In attachment my concept of cowling and inner ra
=====> > >
Message 4
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| Subject: | Re: A question on composits |
Paul,
There are several threads on this forum about cowl mods. The two most comprehensive
are:
Nov 30, 2006, Cooling Diffuser
Dec 01, 2006, Perfect Cooling Diffuser
More photos of Karel's cowl there.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=225836#225836
Message 5
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Hi Remi,
It is quite possible that I got the front and rear mixtures mixed up. I
will check my notes when I get home tonight to see if this is the case.
The point I was trying to make was that;
1) the intake manifold does not feed all cylinders symmetrically,
causing some to be leaner than others,
2) The evidence suggests that on our 912S, the lean cylinders start out
lean of peak at see level.
We believe this lean of peak is acceptable because the heads are liquid
cooled.
regards,
Terry
________________________________
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Remi
Guerner
Sent: Monday, January 19, 2009 12:50 PM
Subject: Europa-List: Mixture control
Terry,
I am coming back to this subject as I am doing some maintenance on the
engine and had to remove the exhaust system. I took this opportunity to
look at the coloration inside the exhaust elbows. Here is what I found:
Cyl 1: black
Cyl 4: white
Cyl 2 and 3: light brown
So cyl 4 is the leanest on my engine. Cyl 1 is the richest and the other
2 are in between. My engine has 350 hours and no adjustment of the carb
needles were done since new. I could adjust the right carb needle to run
leaner on Cyl 1 and 3, but the two front cylinders (1 and 2) would still
run richer than the rear ones. This is different from what you
experienced with your own engine. Mixture maldistribution is obvious
here and does not seem to be repeatable on all engines of the type (912
ULS).
Regards
Remi Guerner
F-PGKL
>>>>>>>Testing has shown that the standard rotax carb settings are
actually lean-of-peak at sea level on the front two cylinders <<<<<<<<
Terry Seaver
Message 6
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| Subject: | Re: mono-bungees |
Fred,
Where and when shall we meet to take you up on your offer of a beverage. While
it is certainly easier to replace the bungee with the engine off I was not willing
to go to that length. Instead the bungee can be removed/replaced by simply
supporting the plane by what ever means you find sutaible and removing the
wheel from the LG frame. Also, I remember detaching the damping block and shock
from the swing arm and fixing it up and out of the way with some wire. Obviously
the removal of the old bungee is a no brainer. The installation of a
new bungel is a little trickier. Going from memory...I wrapped packing tape over
the last several inches of the new bungee and extended a tail about 12" or
so. The tail was feed up and over the top of the LG frame and pulled from under
the lower LG frame. The process was repeated until the entire length was
installed. The firewall aids in this regard forcing the tail over the top.
I also remember using a broom stick as an axel and so
me gym weights (to simulate the weight of the wheel) to adjust the final tension
of the bungee. Hope the above make sense.
Kind regards,
Erich Trombley
N28ET Classic Mono 914
Visit - www.EuropaOwners.org
Message 7
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| Subject: | Re: mono-bungees |
On Jan 20, 2009, at 11:40 AM, Trombley wrote:
> Where and when shall we meet to take you up on your offer of a
> beverage.
Eric,
Well....that just takes the cake!...How about SnF 2009?
Your description is a keeper and will go into my special archive,
Thanks,
Fred
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Message 8
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| Subject: | Re: A question on composits |
Paul,
You don't know perhaps that I was so lucky to find an Europa builder in my
village at ten minutes walking, without knowing him before I came back from
Kirbymoorside with the first Kit stage. Second convenience was that we
choose the same configuration. Mono XS, Rotax 912 ULS, Airmaster CS etc...
My friend was already one year building and afterwards he said he was making
the rough copy for me. So I was witness of the cooling problems he had
before I was that far and so I made several decisions from the beginning.
If you are aware of the fact that under the cowling airflow is submitted to
the same aerodynamic flow rules as anywhere than you may consider the
cowling design as very poor.
First came the fish mouth opening. By bringing the entrance farther from the
center of the propeller you can benefit of a greather prop wash.
Second object were the radiators. The cubic block radiator for the coolant
even with the gap underneath filled up wasn't a technical tour de force. I
used a radiator with the same contents but half as thick to fill up the
disponible section. The oil radiator stayed on its original place but
received a thermostatic valve.
The exhaust system was keracoated in order to exchange less heath under the
cowling.
Finally after studying the shape of the air entrance (courtesy to Gilles
Thesee and others) I decided to make a kind of pitot tube profile where the
smallest section was half the area of the radiator surface. Only outside air
is passing trough the radiators.
Once you have sufficient air entering all the openings in the cowling, you
also must work on the excit. Here Terry Seaver learnt me a lot to guide the
air out and by trial and error I made the final shape after measuring
temperatures on different places under the cowling. Therefor I used the
epoxy and cloth that I had reinforced by a layer of carbon/kevlar. No
particular reason for the radiuses; let's call it personal styling.
The results are as follows: Normal temperatures for coolant (Evans) 110C at
sea level and 95 for oil. Note that the oil is not cooled only by the
radiator but also by the crankcase and the reservoir, this latter placed
behind the naca scoop. In hot summer 40C the temperatures will raise up to
120C for the coolant and 105C for the oil while taxiing and in TO on full
power and climbing. Even though this is temporarily until reaching cruise
level. If at greater altitudes the coolant will slow down a bit, the oil
stays on 90C due to the thermostatic action.
Now it is difficult to say: copy my installation and you will have the same
results. With the 914 you have a different configuration and therefore I
have no experience.
I wish you good experimental building,
Karel Vranken #447 F-PKRL 203 hours.
PS I am revalidating from a surgical intervention at the right shoulder. At
a better moment I will send you some more pic's.
----- Original Message -----
From: "Paul McAllister" <paul.the.aviator@gmail.com>
Sent: Tuesday, January 20, 2009 3:36 AM
Subject: Re: Europa-List: A question on composits
> <paul.the.aviator@gmail.com>
>
> Hi Karel,
>
> I was wondering now that you have put a little more time on your
> airplane are you still happy with your modification? Also, I am
> curious about a few other things.
>
> - Did you do this modification from the beginning, or after you had
> been flying for a while. If yes, do you have any before / after
> comparisons to share.
> - How do you find this modification works on during a long taxi on a
> hot summers day.
> - Is the size of the inlet the same or smaller than the original
> Europa design. If smaller, can you give me your new square area ?
> - It looks like your new inlet does not project as far forward as the
> original Europa design, can you give me some measurements.
> - Did you make your modification using Epoxy or vinyl-ester resin ?
> - Is there any particular reason that you did not make large radius's
> on the edges of the inlet.
>
> I have two problems to solve, mine over heats if I have a long taxi
> (CHT), or if Tower has me standing at the hold short line too long.
> The other issue is that the aircraft (914) is capable to climb at more
> that 1000 feet per minute all the way to 10,000 ~ 12,000', however the
> oil overheats if I do more that 500' per minute.
>
> If you have any more photos other that the 3 you shared on the forum,
> I'd appreciate it if you could send them on.
>
> Thanks for indulging my long list of questions.
>
> Regards, Paul
>
>
> On Thu, Jul 3, 2008 at 3:28 PM, karelvranken <karelvranken@hotmail.com>
> wrote:
>> Jeff,
>> In attachment my concept of cowling and inner radiator duct.
>> Best regards,
>> Karel Vranken
>
>
>
Message 9
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Thanks David.
Regards,
Mike
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of David Joyce
Sent: 17 January 2009 17:54
Subject: Re: Europa-List: Garmin GTX 328.
Mike, My LAA Radio Installation Approval certificate for my GTX328 states
under Approval Number EASA .I.M.210.809 Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Mike Parkin" <mikenjulie.parkin@btinternet.com>
Sent: Friday, January 16, 2009 8:51 PM
Subject: Europa-List: Garmin GTX 328.
> Does anyone have the CAA/EASA approval details for the Garmin GTX 328.
>
>
> Regards,
>
>
> Mike
>
>
>
Message 10
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| Subject: | Re: Seat Belt Restraint Points |
Fred
Don't bother trying to get up more pictures - I can see from the ones
you already sent that I ought to do the mod.
What I need now is the plan/details -
and if anyone has already made parts to spare.
JR (Bob) Gowing UK Kit 327 in oz
----- Original Message -----
From: Fred Klein
To: europa-list@matronics.com
Sent: Tuesday, January 20, 2009 4:16 PM
Subject: Re: Europa-List: Seat Belt Restraint Points
On Jan 19, 2009, at 7:30 PM, JR Gowing wrote:
It folding headrest arrangement now looks a hundred times better
than I thought when I first saw it!
Especially since you mentioned how it increas the size of the
sitting area when it is folded.
I understood that you are sending more info by some means so will be
patient.
But if not then please tell me.
Bob,
I thought you were joshing me about the increase in size of sitting
area...believe me, that was an unanticipated plus...the critical thing
(at least to me at the time) was to not have to sit on a knife-edge!
Let me see if I can scan a drawing into a form which I can send to
you, along w/ some add'l pixs....say, tomorrow, or the day after!
Cheers,
Fred
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