Today's Message Index:
----------------------
1. 12:39 AM - Re: [!! SPAM] Re: Comm Antenna installation (Robert C Harrison)
2. 03:41 AM - Re: Re: Seat Belt Restraint Points (JR Gowing)
3. 04:26 AM - Induction Air (Remi Guerner)
4. 05:24 AM - Re: Re: Seat Belt Restraint Points (Steve Pitt)
5. 05:55 AM - registration marking (mike gamble)
6. 06:45 AM - AW: registration marking (UVTReith)
7. 06:53 AM - Re: Re: Seat Belt Restraint Points (rick)
8. 06:58 AM - Re: Comm Antenna installation (danbish)
9. 07:22 AM - Re: Comm Antenna installation (Jeff B)
10. 08:02 AM - Re: Re: Seat Belt Restraint Points (Fred Klein)
11. 08:44 AM - Re: Comm Antenna installation ()
12. 09:36 AM - Re: Comm Antenna installation (nigel charles)
13. 11:25 AM - Re: Re: A/C paint other than white (Charlie Laverty)
14. 11:43 AM - Re: Comm Antenna installation (ALAN YERLY)
15. 12:14 PM - Redux anyone? (ALAN YERLY)
16. 12:21 PM - Re: Re: Seat Belt Restraint Points (Robert C Harrison)
17. 12:58 PM - AW: Re: Re: A/C paint other than white (frank@kusserow-online.com)
18. 04:30 PM - Re: A/C paint other than white (David Stanbridge (Swift TG))
19. 05:25 PM - Re: A question on composits (Paul McAllister)
20. 05:42 PM - Re: A/C paint other than white (rparigor@suffolk.lib.ny.us)
21. 07:06 PM - Re: Comm Antenna installation (jimpuglise@comcast.net)
22. 07:53 PM - Grand Rapids EIS-2004 Question (Martin Tuck)
23. 10:39 PM - Re: Grand Rapids EIS-2004 Question (nigel charles)
Message 1
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| Subject: | Comm Antenna installation |
Hi! Mike/Jos
I'm pleased to hear that. I am about to return to it since it wouldn't
work with the Jabiru engine or at least it was damn painful on the ears!
Having now the Rotax 914 I have a warble on the Air World belly mounted
antennae but I guess it has been abused by clouting the trailer ramps
when loading the aircraft.
Regards
Bob Harrison G-PTAG
Do not archive
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Mike Parkin
Sent: 21 January 2009 22:15
Subject: [!! SPAM] RE: Europa-List: Comm Antenna installation
<mikenjulie.parkin@btinternet.com>
Could not agree more. The factory copper strip in the sternpost has
always
worked brilliantly in G-JULZ. Spend your money on something useful.
Regards,
Mike
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of josok
Sent: 21 January 2009 21:39
Subject: Re: Europa-List: Comm Antenna installation
Hi Bill.
Most of this antenna data, including the technical stuff has as sole
purpose
to confuse and sell a piece of material worth 5 cents for 150 $.
Fact is, that the antenna should not be very good, otherwise it would
not
work good enough over the whole bandwith. Interference (on reception)
from
on board equipment is not caused by the antenna, but by interfering
equipment or its wiring Really, the 20 cents piece of copper to be cut
and
glued as an antenna, as supplied with the kit works just fine. Actually
better then the 175 $ certified piece of aluninum on the club cessna :-)
There is so much more effect to be gained by spending the extra money on
real improvements!
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 2
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| Subject: | Re: Seat Belt Restraint Points |
Ira
Thank you for your reply. It seems that Europa could have done a better job
but in rushing against time and money you can't get everything exactly
right!
It sounds as if your idea would anchor you in alright - but the attachment
would be very long.
Best Wishes
JR (bob) Gowing
----- Original Message -----
From: "rampil" <ira.rampil@gmail.com>
Sent: Thursday, January 22, 2009 7:11 AM
Subject: Europa-List: Re: Seat Belt Restraint Points
>
> Hi Bob,
>
> Sorry for the delay in my response about belt attachments.
>
> I followed the guidance of AC21-34 (?, but cited in this group in 2007)
> I also showed it to Andy Draper at SnF when he was still with Europa,
> and he thought it a reasonable approach. I designed and put it together
> under the watchful eyes of Bud and Russell at FC.
>
> Simply, I bonded aluminum attach points to the lateral seam of the
> fuselage behind the baggage bulkhead about a foot. The initial bonding
> was with Redux and the bracket was perforated with lightening holes
> through which floxxed Redux protruded. This was buried under 4 plies
> of BID each 18-20 inches square. A steel shackle was professionally
> crimped at a marina to 1/4" steel cable to the common shackle for
> the shoulder belts. The cables run through small holes in the D bulkhead.
> This raises the belt angle to approximately level from the shoulder to
> seam attach. I have a professional interest in the biomechanics of
> aircraft injuries and have treated several pilots with head injuries
> and spinal compression fractures. I feel much better about my
> approach than the factory standard. Of course the proof will be in the
> pudding after a spike deceleration.
>
> --------
> Ira N224XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=226028#226028
>
>
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Message 3
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Hi Jeff,
I am using the optional Rotax airbox on my 912ULS. The inlets of the
airbox are designed for 60 millimeters diameter SCAT, one for cold air
and one for preheated air. I suppose Rotax have determined that this
diameter was necessary. On my installation, cold air is suplied by a
NACA on the left side of the cowl. You can see a picture of the cowl in
my album
http://www.europaowners.org/modules.php?set_albumName=album196&op=mod
load&name=gallery&file=index&include=view_album.php
I am very satisfied with this installation which allows straightforward
controllable carb heat. However there is one inconvenience worth to
mention: I consistently see induction air temperature (measured inside
the airbox) which is 6 degrees Celsius higher than OAT. This is due to
the length of SCAT ducting between the NACA intake, the filter box and
the aluminum airbox, all that stuff being heated by the hot air inside
the cowl. Those 6 degrees may reduce power by up to 2%. The Europa XS
airbox is better on this point of view, as it takes the air directly
from above and induction temperature probably equals OAT.
Regards
Remi Guerner
F-PGKL
Europa-List: Induction Air
Hi All,
While I have Gold Rush in for the winter annual I'm considering some
cowl changes. Including closing off the upper NACA use for induction
air on the 912-S and using the lower starboard NACA normally used for
the 914 induction. I seem to remember someone else using that for carb
intake and under cowl carb heat. I'm going to use the same air plenum
with the same filter as now but I will fabricate a side intake to
attach to the top of the plenum and a 2 inch scat tube coming up from
the below NACA. My question is this. I already have the inlet plumed
for this 2 inch tube and not a lot of room to increase it to 3 inch. My
concerns is if the 2 inch would be enough for both carbs. Has anyone
else done this with the 912-S and if so what size of tube did you use?
Best Regards,
Jeff R.
Message 4
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| Subject: | Re: Seat Belt Restraint Points |
Gentlemen and ladies,
I have only just picked up on this thread and thought I would pass on
discussions that I had with Andy 3 years ago when he was the lone Europa rep
at Sun'n'Fun.
We discussed repositioning the upper restraint and the suggestion was to
build in a hard point where the 'd' panel met the roof behind the seats. The
restraint would need careful positioning to get the straight pull for both
seatbelts but Andy did a quick 'bag of fag packet' calculation that the
shear and direct pull forces could be accomodated by this repositioning.
Nothing further was done with this idea as he was to move to the PFA
straight after the show.
I hope that this is of assistance and that someone might pursue this idea.
Regards
Steve Pitt
G-SMDH
PS the gang from the UK will be at Sun'n'Fun again this year so here's to
meeting up with old friends again. I have been advised that the stands are
N99 and N100.
----- Original Message -----
From: "JR Gowing" <jrgowing@bigpond.net.au>
Sent: Thursday, January 22, 2009 11:39 AM
Subject: Re: Europa-List: Re: Seat Belt Restraint Points
>
> Ira
> Thank you for your reply. It seems that Europa could have done a better
> job but in rushing against time and money you can't get everything exactly
> right!
>
> It sounds as if your idea would anchor you in alright - but the attachment
> would be very long.
>
> Best Wishes
> JR (bob) Gowing
> ----- Original Message -----
> From: "rampil" <ira.rampil@gmail.com>
> To: <europa-list@matronics.com>
> Sent: Thursday, January 22, 2009 7:11 AM
> Subject: Europa-List: Re: Seat Belt Restraint Points
>
>
>>
>> Hi Bob,
>>
>> Sorry for the delay in my response about belt attachments.
>>
>> I followed the guidance of AC21-34 (?, but cited in this group in 2007)
>> I also showed it to Andy Draper at SnF when he was still with Europa,
>> and he thought it a reasonable approach. I designed and put it together
>> under the watchful eyes of Bud and Russell at FC.
>>
>> Simply, I bonded aluminum attach points to the lateral seam of the
>> fuselage behind the baggage bulkhead about a foot. The initial bonding
>> was with Redux and the bracket was perforated with lightening holes
>> through which floxxed Redux protruded. This was buried under 4 plies
>> of BID each 18-20 inches square. A steel shackle was professionally
>> crimped at a marina to 1/4" steel cable to the common shackle for
>> the shoulder belts. The cables run through small holes in the D bulkhead.
>> This raises the belt angle to approximately level from the shoulder to
>> seam attach. I have a professional interest in the biomechanics of
>> aircraft injuries and have treated several pilots with head injuries
>> and spinal compression fractures. I feel much better about my
>> approach than the factory standard. Of course the proof will be in the
>> pudding after a spike deceleration.
>>
>> --------
>> Ira N224XS
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=226028#226028
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> --------------------------------------------------------------------------------
>
>
> Checked by AVG - http://www.avg.com
> 2:34 PM
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>
> --
> We are a community of 5.9 million users fighting spam.
>
> The Professional version does not have this message
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Message 5
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| Subject: | registration marking |
What size and type of registration marking are people using for their
(GB) Europas? Can anyone recommend a source and comment on the
method/ease of attachment? I have a plain white surface right now.
Mike Gamble
G-CFMP
Message 6
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| Subject: | registration marking |
Hi Mike,
Please go to Europa Aircraft.
They can provide you with the right size, shape and colour to an reasonable
price.
Best Regards,
Bruno
_____
Von: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] Im Auftrag von mike gamble
Gesendet: Donnerstag, 22. Januar 2009 14:54
An: Europa-List@Matronics.Com
Betreff: Europa-List: registration marking
What size and type of registration marking are people using for their (GB)
Europas? Can anyone recommend a source and comment on the method/ease of
attachment? I have a plain white surface right now.
Mike Gamble
G-CFMP
Message 7
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| Subject: | Re: Seat Belt Restraint Points |
Hi Steve
Regarding S & F lets hope we can get a DOTH for 24th or 25th April at
Lakeland! The Virgin Atlantic and BA fares are good for the 23rd on as the
school hols are over.
Cheers
Rick
G-RIKS
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Steve Pitt
Sent: 22 January 2009 12:36
Subject: Re: Europa-List: Re: Seat Belt Restraint Points
--> <steven.pitt2@ntlworld.com>
Gentlemen and ladies,
I have only just picked up on this thread and thought I would pass on
discussions that I had with Andy 3 years ago when he was the lone Europa rep
at Sun'n'Fun.
We discussed repositioning the upper restraint and the suggestion was to
build in a hard point where the 'd' panel met the roof behind the seats. The
restraint would need careful positioning to get the straight pull for both
seatbelts but Andy did a quick 'bag of fag packet' calculation that the
shear and direct pull forces could be accomodated by this repositioning.
Nothing further was done with this idea as he was to move to the PFA
straight after the show.
I hope that this is of assistance and that someone might pursue this idea.
Regards
Steve Pitt
G-SMDH
PS the gang from the UK will be at Sun'n'Fun again this year so here's to
meeting up with old friends again. I have been advised that the stands are
N99 and N100.
----- Original Message -----
From: "JR Gowing" <jrgowing@bigpond.net.au>
Sent: Thursday, January 22, 2009 11:39 AM
Subject: Re: Europa-List: Re: Seat Belt Restraint Points
>
> Ira
> Thank you for your reply. It seems that Europa could have done a better
> job but in rushing against time and money you can't get everything exactly
> right!
>
> It sounds as if your idea would anchor you in alright - but the attachment
> would be very long.
>
> Best Wishes
> JR (bob) Gowing
> ----- Original Message -----
> From: "rampil" <ira.rampil@gmail.com>
> To: <europa-list@matronics.com>
> Sent: Thursday, January 22, 2009 7:11 AM
> Subject: Europa-List: Re: Seat Belt Restraint Points
>
>
>>
>> Hi Bob,
>>
>> Sorry for the delay in my response about belt attachments.
>>
>> I followed the guidance of AC21-34 (?, but cited in this group in 2007)
>> I also showed it to Andy Draper at SnF when he was still with Europa,
>> and he thought it a reasonable approach. I designed and put it together
>> under the watchful eyes of Bud and Russell at FC.
>>
>> Simply, I bonded aluminum attach points to the lateral seam of the
>> fuselage behind the baggage bulkhead about a foot. The initial bonding
>> was with Redux and the bracket was perforated with lightening holes
>> through which floxxed Redux protruded. This was buried under 4 plies
>> of BID each 18-20 inches square. A steel shackle was professionally
>> crimped at a marina to 1/4" steel cable to the common shackle for
>> the shoulder belts. The cables run through small holes in the D bulkhead.
>> This raises the belt angle to approximately level from the shoulder to
>> seam attach. I have a professional interest in the biomechanics of
>> aircraft injuries and have treated several pilots with head injuries
>> and spinal compression fractures. I feel much better about my
>> approach than the factory standard. Of course the proof will be in the
>> pudding after a spike deceleration.
>>
>> --------
>> Ira N224XS
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=226028#226028
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
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----
>
>
> Checked by AVG - http://www.avg.com
> 2:34 PM
>
>
> --
> We are a community of 5.9 million users fighting spam.
>
> The Professional version does not have this message
>
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>
Checked by AVG.
Checked by AVG.
Message 8
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| Subject: | Re: Comm Antenna installation |
Hi Bill,
I installed the Bob Archer in the fin. I have some photos but haven't had a chance
to upload them to my album yet. Let me know if you need some and I'll send
direct. Steve Hagar in Mesa used the same installation and reports good results.
Dan
Visit - www.EuropaOwners.org
Message 9
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| Subject: | Re: Comm Antenna installation |
I installed the Bob Archer "Big E" toward the rear of the fuse, on the
port side. Always had great reception...
Rman
danbish wrote:
>
> Hi Bill,
>
> I installed the Bob Archer in the fin. I have some photos but haven't had a chance
to upload them to my album yet. Let me know if you need some and I'll send
direct. Steve Hagar in Mesa used the same installation and reports good results.
>
> Dan
>
>
>
>
>
>
> Visit - www.EuropaOwners.org
>
>
>
>
>
>
>
>
>
> ------------------------------------------------------------------------
>
>
> Checked by AVG - http://www.avg.com
>
Message 10
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| Subject: | Re: Seat Belt Restraint Points |
On Jan 22, 2009, at 4:35 AM, Steve Pitt wrote:
> a quick 'bag of fag packet' calculation
...now that's a new one for me...and a keeper...
do not archive
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| Subject: | Re: Comm Antenna installation |
Hi Bill
I have the normal Europa copper tape Di-pole on the stern post and a Bob Archer
Just behind the D panel Port side, To be Honest the Copper tape antenna works
much better, Have read ATIS at over 70NM with a Xcom and about 50NM with the
Garmin SL30 using the Bob Archers,
regards
Ivor
---- William McClellan <wilwood@earthlink.net> wrote:
>
> The amount of archived data on antennas is overwhelming and some of it more technical
than I can follow. The volume of this data possibly suggests the amount
of not easily solved problems with antennas. I thought I had come to an installation
solution that would bypass most if not all the potential problems
until I read that some are having trim servo interference problems with the comm
antenna. I had intended to install the Archer "v" configuration antenna in
the fin and a second "s" configuration comm antenna on the fuse side rear of
the baggage compartment. The Archer information says inside the fin is the ideal
place for a glass plane considering it needs to be placed in a vertical plane.
My transponder antenna is to be on the rear fuse bottom side, reasonably
far away from the cockpit.
>
> Has anyone installed an Archer comm antenna in the fin without having to shield
the trim servo and its wiring? I intend to follow Archer's instructions using
proper shielded cable and also staying as far as possible from other vertical
metal objects and mindful of establishing adequate grounding for each component.
>
> As I am trying to bypass the complexities of antenna installation and theory,
any input/help would be appreciated.
>
> Thanks,
> Bill McClellan
> 164XS
>
>
>
>
>
>
Message 12
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| Subject: | Comm Antenna installation |
I think the various comments made on this subject shows that the
installation is probably more important than the choice of product.
There have been many positive and negative comments about each type of
antenna. Quality of the connections and avoiding tight bends in the
cable are important considerations.
I am considering putting a second antenna into the fuselage to enable my
handheld to be used as a backup radio. Handheld radios will work well in
the aircraft provided they have a proper antenna. The short rubber
antennas give poor transmission and are useless for a touring flight
such as a crossing of the English Channel.
Nigel Charles
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
ivor.phillips@ntlworld.com
Sent: 22 January 2009 16:42
Subject: Re: Europa-List: Comm Antenna installation
Hi Bill
I have the normal Europa copper tape Di-pole on the stern post and a Bob
Archer Just behind the D panel Port side, To be Honest the Copper tape
antenna works much better, Have read ATIS at over 70NM with a Xcom and
about 50NM with the Garmin SL30 using the Bob Archers,
regards
Ivor
---- William McClellan <wilwood@earthlink.net> wrote:
<wilwood@earthlink.net>
>
> The amount of archived data on antennas is overwhelming and some of it
more technical than I can follow. The volume of this data possibly
suggests the amount of not easily solved problems with antennas. I
thought I had come to an installation solution that would bypass most if
not all the potential problems until I read that some are having trim
servo interference problems with the comm antenna. I had intended to
install the Archer "v" configuration antenna in the fin and a second "s"
configuration comm antenna on the fuse side rear of the baggage
compartment. The Archer information says inside the fin is the ideal
place for a glass plane considering it needs to be placed in a vertical
plane. My transponder antenna is to be on the rear fuse bottom side,
reasonably far away from the cockpit.
>
> Has anyone installed an Archer comm antenna in the fin without having
to shield the trim servo and its wiring? I intend to follow Archer's
instructions using proper shielded cable and also staying as far as
possible from other vertical metal objects and mindful of establishing
adequate grounding for each component.
>
> As I am trying to bypass the complexities of antenna installation and
theory, any input/help would be appreciated.
>
> Thanks,
> Bill McClellan
> 164XS
>
>
>
>
>
>
Checked by AVG - http://www.avg.com
1/22/2009 7:08 AM
Message 13
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| Subject: | Re: A/C paint other than white |
Hi Graham
Does this mean no flight to sun & fun again this year?
Chas.
----- Original Message -----
From: "Graham Singleton" <grahamsingleton@btinternet.com>
Sent: Wednesday, January 21, 2009 11:35 PM
Subject: Re: Europa-List: Re: A/C paint other than white
> <grahamsingleton@btinternet.com>
>
> rampil wrote:
>> -The Europa kit is not heat treated. If you paint it dark, it will MELT
>> (if there is sufficient heat and infrared)!
>>
>> --------
>> Ira N224XS
>>
> Ira
> not strictly true, the early ones were only heated to around 50 deg C.Not
> enough. Later ones are hotter.
> Graham
>
>
>
Message 14
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| Subject: | Re: Comm Antenna installation |
Good comment Nigel,
I have installed all three but prefer the carbon fiber Advanced Aircraft
Electronics (AAE) antenna types because they are "no brainers".
Hook an AAE to your handheld and it is a great backup for anyone. Heck,
just tack with super glue in spots between the epoxy aft of the area
behind the bulkhead for a quick retrofit. Use it for your ELT also if
you want instead of rigging a ground plane.
I can hook my "Sporties SP200 to the AAE antenna and it is as good as
the Narco.
If you need to make an antenna, by all means get an VSWR meter and tune
it to make it perfect. It is only a few dollars but time and tuning is
spent also. Personally, the older I get, time is a precious commodity.
Bud
Custom Flight Creations
----- Original Message -----
From: nigel charles<mailto:nwcmc@tiscali.co.uk>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Thursday, January 22, 2009 12:34 PM
Subject: RE: Europa-List: Comm Antenna installation
<nwcmc@tiscali.co.uk<mailto:nwcmc@tiscali.co.uk>>
I think the various comments made on this subject shows that the
installation is probably more important than the choice of product.
There have been many positive and negative comments about each type of
antenna. Quality of the connections and avoiding tight bends in the
cable are important considerations.
I am considering putting a second antenna into the fuselage to enable
my
handheld to be used as a backup radio. Handheld radios will work well
in
the aircraft provided they have a proper antenna. The short rubber
antennas give poor transmission and are useless for a touring flight
such as a crossing of the English Channel.
Nigel Charles
-----Original Message-----
From:
owner-europa-list-server@matronics.com<mailto:owner-europa-list-server@ma
tronics.com>
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
ivor.phillips@ntlworld.com<mailto:ivor.phillips@ntlworld.com>
Sent: 22 January 2009 16:42
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Subject: Re: Europa-List: Comm Antenna installation
<ivor.phillips@ntlworld.com<mailto:ivor.phillips@ntlworld.com>>
Hi Bill
I have the normal Europa copper tape Di-pole on the stern post and a
Bob
Archer Just behind the D panel Port side, To be Honest the Copper tape
antenna works much better, Have read ATIS at over 70NM with a Xcom and
about 50NM with the Garmin SL30 using the Bob Archers,
regards
Ivor
---- William McClellan
<wilwood@earthlink.net<mailto:wilwood@earthlink.net>> wrote:
<wilwood@earthlink.net<mailto:wilwood@earthlink.net>>
>
> The amount of archived data on antennas is overwhelming and some of
it
more technical than I can follow. The volume of this data possibly
suggests the amount of not easily solved problems with antennas. I
thought I had come to an installation solution that would bypass most
if
not all the potential problems until I read that some are having trim
servo interference problems with the comm antenna. I had intended to
install the Archer "v" configuration antenna in the fin and a second
"s"
configuration comm antenna on the fuse side rear of the baggage
compartment. The Archer information says inside the fin is the ideal
place for a glass plane considering it needs to be placed in a
vertical
plane. My transponder antenna is to be on the rear fuse bottom side,
reasonably far away from the cockpit.
>
> Has anyone installed an Archer comm antenna in the fin without
having
to shield the trim servo and its wiring? I intend to follow Archer's
instructions using proper shielded cable and also staying as far as
possible from other vertical metal objects and mindful of establishing
adequate grounding for each component.
>
> As I am trying to bypass the complexities of antenna installation
and
theory, any input/help would be appreciated.
>
> Thanks,
> Bill McClellan
> 164XS
>
>
>
>
>
>
Checked by AVG - http://www.avg.com<http://www.avg.com/>
1/22/2009 7:08 AM
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
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on>
Message 15
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Before Huntsman raises the price again, does anyone need Redux, AKA
Epibond 420A/B, AKA Arldite 420 A/B?
Huntsman Products won't make it without a number of orders so for about
$1500 plus shipping and hazardous for a case of six two pound
containers, I will need some firm orders to spring for the buy.
Typically it is about $260-280 a can delivered to your door in the
States, less if Huntsman has a large order.
Please Email me the number of cans you need. I will try to get an order
in on Monday Jan 26th to hit Huntsman's production run. Expect shipping
in about 6-8 weeks.
Bud Yerly
Custom Flight Creations
budyerly@msn.com<mailto:budyerly@msn.com>
or www.customflightcreations.com<http://www.customflightcreations.com/>
contact page.
Message 16
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| Subject: | Re: Seat Belt Restraint Points |
Hi! Fred
I saw that and presumed a typo since I've only ever heard of "Back of
Fag Packet" calculations ?
Regards
Bob Harrison G-PTG
Do not archive.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein
Sent: 22 January 2009 16:01
Subject: Re: Europa-List: Re: Seat Belt Restraint Points
On Jan 22, 2009, at 4:35 AM, Steve Pitt wrote:
> a quick 'bag of fag packet' calculation
...now that's a new one for me...and a keeper...
do not archive
--
This message has been scanned for viruses and
dangerous content by MailScanner, and is
believed to be clean.
Message 17
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| Subject: | Re: A/C paint other than white |
Dear all, thank you on all the feedback regarding the paint. It was quite helpful
to hear your opinion. Frank
------Originalnachricht------
Von: Greg Fuchs
Absender: owner-europa-list-server@matronics.com
An: europa-list@matronics.com
Antwort an: europa-list@matronics.com
Gesendet: 21. Jan. 2009 22:09
Betreff: RE: Europa-List: Re: A/C paint other than white
The information I have for Aeropoxy shows a glass transition temperature of
198 degrees F with only a room temperature cure (over a period of time). It
goes on to say that slightly better results can even be had by adding high
temp cures. It appears that a high temp cure is not needed for Aeropoxy...
Greg Fuchs A050
Hey Guys,
Its simple physical chemistry. FRP materials like fiberglass layups
have a property of softening at a specific temperature known as Tg.
Tg is sensitive to the particular temperature exposure history of that
piece of layup. If you heatsoak a part in an oven for a few hours at 175F
then the Tg will become about 175, up from the base Tg of Eglass/
Aeropoxy of about 150 or so (I dont have my ref materials here at work).
--------
Ira N224XS
Sent via BlackBerry from E-Plus
Message 18
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| Subject: | Re: A/C paint other than white |
Tg is one thing. Practicalities are another. I have a Slingsby Firefly that
is an early GRP aircraft. Last year I know of a owner who paid many
thousands of dollars to have a different colour tested to ensure that the UV
absorption did not exceed the capabilities of the material. In the end there
were compromises on the colour and the places that it could be applied.
This is a SERIOUS issue that requires SERIOUS attention. The Firefly for
instance is restricted to aerobatics below a surface temperature, which is a
gauge not always fitted.
For the Europa different colours and its impact on UV absorption has not
been comprehensively tested. For sake of safety I would not go there without
it being proved for the conditions in which it will be operated.
Dave
David Stanbridge
Swift Technology Group Limited
www.swifttg.com
(T) +44 (0)1603 262301
(M) +44 (0)7725 655600
david.stanbridge@swifttg.com
Message 19
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| Subject: | Re: A question on composits |
Hi Karel,
Thanks for your detailed reply. I look forward to seeing some more
photographs when you have recovered. I'd be interested in seeing what
yo have done on the exit side.
I was also interested to hear that you changed the radiator. If I
understand it correctly, you retained the original water cooler, but
purchased a different oil cooler, is that correct ? Could you give me
a bit more information on this ? If you happen to have a WEB site, or
some technical details, that would be helpful.
Thanks again, paul
On Tue, Jan 20, 2009 at 3:50 PM, karelvranken <karelvranken@hotmail.com> wrote:
>
> 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>
> To: <europa-list@matronics.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 20
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| Subject: | Re: A/C paint other than white |
Just a curiosity question.
Since I just again completed reading
on my Becker 250 watt mode C transponder installation instructions, it
again reminded me I can now fly to 50,000 feet and supposedly be seen by
ATC.
IfI wish to replace the wimpy 1 stage air cooled
turbocharge on my 914 with something "more capable" to test this
50,000 foot capability (perhaps may need to use long wings, wave and a
carry with me some oxidizer)at what temperature (low temperature) do
I need to start worrying about my Europa airframe that is painted white to
keep the sun from heating it?
I think I remember some mfg.
perhaps it was Slingsby, only has a lower limit of 20F??
Should
I limit my engine off outside loop attemptsto 20F during my first
test flight (wouldn't want to hurt engine by sucking air with it
running)?
There are4questions:
1) What
is a realistic lower temperaturelimit for Europa XS Monowheel with
short wings?
2) Same question as #1 but with long wings?
3) What is a realistic upper altitude limit for Europa XS
Monowheel with short wings? (not pilot but aeroplane)
4) Same
question as #3 but with long wings?
Ron Parigoris
Message 21
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| Subject: | Re: Comm Antenna installation |
Nigel-
What Alan says about the AAE antenna is dead on.=C2- It is a folded diplo
e, as opposed to a dipole, therefore the bandwidth is about twice that for
a given SWR as a dipole.=C2- In addition to the AAE in the rudder, I have
a second antenna installed just aft of my baggage bay.=C2- I used 1/16 p
lywood, 3/4 inch wide, covered with 2 plys of BID=C2-and extended it from
the floor to the celinig just aft of the "D" bracket, with another piece a
bout 8 inches long going from the middle of that piece to the aircraft skin
about on the line between the upper and lower canoes.=C2- Copper strippi
ng is fastened to it and center fed with RG58U.=C2- The ends are bent, th
e top across the top of the roof, the lower along the floor for about 6 inc
hes.=C2- This doesn't matter much, the most critical part of a dipole is
the center portion, the further out you get, the less sensitive it is to be
nds and distortions in the tape.=C2- You can easily tune it using an=C2
-SWR bridge.=C2- The AAE antenna does not need to be tuned; if=C2-fac
t, if you attempt to tune it, you will destroy it.=C2- My second antenna
was installed=C2-for=C2-amateur use at around 144 MHZ.=C2- The tape i
s a very inexpensive and very effective answer for the comm antennas, but t
he AAE is a good choice for permanent installation in the tail .=C2- =C2
-
Jim Puglise A-283=C2-
----- Original Message -----
From: "ALAN YERLY" <budyerly@msn.com>
Sent: Thursday, January 22, 2009 2:41:23 PM GMT -05:00 US/Canada Eastern
Subject: Re: Europa-List: Comm Antenna installation
Good comment Nigel,
I have installed all three but prefer the carbon fiber Advanced Aircraft El
ectronics (AAE) antenna=C2-types because they are "no brainers".
Hook an AAE to your handheld and it is a great backup=C2-for anyone.=C2
- Heck, just tack with super glue in spots between the epoxy aft of the a
rea behind the bulkhead for a quick retrofit.=C2- Use it for your ELT als
o if you want instead of rigging a ground plane.
I can hook my "Sporties SP200 to the AAE antenna and it is as good as the N
arco.
If you need to make an antenna, by all means get an VSWR meter and tune it
to make it perfect.=C2- It is only=C2-a few dollars but time and tuning
is spent also.=C2- Personally, the older I get, time is a precious commo
dity.
Bud
Custom Flight Creations
----- Original Message -----
From: nigel charles
Sent: Thursday, January 22, 2009 12:34 PM
Subject: RE: Europa-List: Comm Antenna installation
I think the various comments made on this subject shows that the
installation is probably more important than the choice of product.
There have been many positive and negative comments about each type of
antenna. Quality of the connections and avoiding tight bends in the
cable are important considerations.
I am considering putting a second antenna into the fuselage to enable my
handheld to be used as a backup radio. Handheld radios will work well in
the aircraft provided they have a proper antenna. The short rubber
antennas give poor transmission and are useless for a touring flight
such as a crossing of the English Channel.
Nigel Charles
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
ivor.phillips@ntlworld.com
Sent: 22 January 2009 16:42
Subject: Re: Europa-List: Comm Antenna installation
Hi Bill
I have the normal Europa copper tape Di-pole on the stern post and a Bob
Archer Just behind the D panel Port side, To be Honest the Copper tape
antenna works much better, Have read ATIS at over 70NM with a Xcom and
about 50NM with the Garmin SL30 using the Bob Archers,
regards
Ivor
---- William McClellan < wilwood@earthlink.net > wrote:
< wilwood@earthlink.net >
>
> The amount of archived data on antennas is overwhelming and some of it
more technical than I can follow.=C2- The volume of this data possibly
suggests the amount of not easily solved problems with antennas.=C2- I
thought I had come to an installation solution that would bypass most if
not all the potential problems until I read that some are having trim
servo interference problems with the comm antenna.=C2- I had intended to
install the Archer "v" configuration antenna in the fin and a second "s"
configuration comm antenna on the fuse side rear of the baggage
compartment.=C2- The Archer information says inside the fin is the ideal
place for a glass plane considering it needs to be placed in a vertical
plane.=C2- My transponder antenna is to be on the rear fuse bottom side,
reasonably far away from the cockpit.
>
> Has anyone installed an Archer comm antenna in the fin without having
to shield the trim servo and its wiring?=C2- I intend to follow Archer's
instructions using proper shielded cable and also staying as far as
possible from other vertical metal objects and mindful of establishing
adequate grounding for each component.
>
> As I am trying to bypass the complexities of antenna installation and
theory, any input/help would be appreciated.
>
> Thanks,
> Bill McClellan
> 164XS
>
>
>
>
>
>
Checked by AVG - http://www.avg.com
1/22/2009 7:08 nbsp;=C2-=C2-=C2-=C2-=C2-=C2- Features Chat, htt
p://www.matronnbsp;=C2-=C2-=C2- via the Web title=http://forums.mat
ronics.com/ href="http://forums.matronics.com">http://forums.matronics.co
m
_p;=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2- generous bsp;=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
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n href="http://www.matronics.com/contribution">http://www.matronics.com/c
=================
==
Message 22
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| Subject: | Grand Rapids EIS-2004 Question |
Hi Folks,
I have had my Grand Rapids EIS (Model 4000) installed for a year now and
it really performs well - ah, until recently. While I was taking a
cursory look during one flight I noticed my oil pressure was down in the
20 psi range and fluctuating. Then it went back up to the normal 40 psi
or so. Then down it went again. Meanwhile the other indications were
fluctuating, EGTs were varying 10-20 degrees up and down, the oil
temperature was increasing and decreasing up and down in line with the
oil pressure fluctuations. Then the warning lamp triggered and the error
appeared to be low voltage at 6 volts, then 3 then back up to around a
more normal 13-14 volts. As I continued I would see indications from
normal to warnings of low oil pressure, high oil temperature, low
voltage, etc. then back to normal. Occasionally the indications were as
if the unit had shut off then immediately restarted taking me back to
the default display page. I decided the unit had probably developed a
fault so I continued back to base - a long 10 minutes away.
I called Grand Rapids support and they doubted the unit was at fault but
more likely that a sender was on the fritz. What surprised me is that
according to them, one dodgy sender affects all the readings and you
have to basically disconnect each sender until the problem disappears.
Any one else had any problems like this?
I have to say, I would rather have a system which has independent
displays such that one sender does not affect the others, any suggestions?
Over winter I have pulled the panel and checked all the wiring which
appears normal, no shorts, all the spare wires on the EIS have been
capped off with heatshrink, and I flew it again today with the same
sporadic indications occurring in the first 5-10 minutes and continuing
throughout most - but not all, the flight. I guess I will try to track
down the dodgy sender.
Thoughts anyone?
Regards,
Martin Tuck
Europa N152MT
Wichita, Kansas
Message 23
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| Subject: | Grand Rapids EIS-2004 Question |
When several parameters are all varying and cannot be attributed to the
engine the most likely problem is some form of earth fault.
As an aside - from a sender point of view the most unreliable sender
tends to be the oil pressure sender which is not tolerant to vibration.
Many of us have found that if the oil pressure sender is mounted
remotely from the engine its life is greatly improved.
Nigel Charles
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Martin Tuck
Sent: 23 January 2009 03:52
Subject: Europa-List: Grand Rapids EIS-2004 Question
Hi Folks,
I have had my Grand Rapids EIS (Model 4000) installed for a year now and
it really performs well - ah, until recently. While I was taking a
cursory look during one flight I noticed my oil pressure was down in the
20 psi range and fluctuating. Then it went back up to the normal 40 psi
or so. Then down it went again. Meanwhile the other indications were
fluctuating, EGTs were varying 10-20 degrees up and down, the oil
temperature was increasing and decreasing up and down in line with the
oil pressure fluctuations. Then the warning lamp triggered and the error
appeared to be low voltage at 6 volts, then 3 then back up to around a
more normal 13-14 volts. As I continued I would see indications from
normal to warnings of low oil pressure, high oil temperature, low
voltage, etc. then back to normal. Occasionally the indications were as
if the unit had shut off then immediately restarted taking me back to
the default display page. I decided the unit had probably developed a
fault so I continued back to base - a long 10 minutes away.
I called Grand Rapids support and they doubted the unit was at fault but
more likely that a sender was on the fritz. What surprised me is that
according to them, one dodgy sender affects all the readings and you
have to basically disconnect each sender until the problem disappears.
Any one else had any problems like this?
I have to say, I would rather have a system which has independent
displays such that one sender does not affect the others, any
suggestions?
Over winter I have pulled the panel and checked all the wiring which
appears normal, no shorts, all the spare wires on the EIS have been
capped off with heatshrink, and I flew it again today with the same
sporadic indications occurring in the first 5-10 minutes and continuing
throughout most - but not all, the flight. I guess I will try to track
down the dodgy sender.
Thoughts anyone?
Regards,
Martin Tuck
Europa N152MT
Wichita, Kansas
Checked by AVG - http://www.avg.com
1/22/2009 7:08 AM
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