Today's Message Index:
----------------------
1. 12:18 AM - mag drop on both mags, 912 uls (Keith Hickling)
2. 12:18 AM - TRAVELLING ABROAD IN A PERMIT AIRCRAFT (Mike Parkin)
3. 01:29 AM - Re: TRAVELLING ABROAD IN A PERMIT AIRCRAFT (Richard Scanlan)
4. 03:39 AM - Re: TRAVELLING ABROAD IN A PERMIT AIRCRAFT (Brian Davies)
5. 12:55 PM - Cowling mods (Frans Veldman)
6. 04:42 PM - Re: How goes flight testing? (Robert Borger)
7. 06:05 PM - Ivan's email (Fred Klein)
8. 06:33 PM - Re: How goes flight testing? (Robert Borger)
9. 09:04 PM - Re: Re: How goes flight testing? (JR Gowing)
10. 09:39 PM - mag drop solved (Keith Hickling)
11. 11:20 PM - Re: TRAVELLING ABROAD IN A PERMIT AIRCRAFT (Mike Parkin)
12. 11:38 PM - Flight Overseas. (Mike Parkin)
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Subject: | mag drop on both mags, 912 uls |
Hello all,
Many thanks for all the really helpful suggestions and information.
First, to answer some questions:
The carbs are statically balanced as well as I can judge. I haven't done
pneumatic balancing yet. I am using BP 98 octane mogas. Trying the mags
with the airbox off gave the same result. Haven't checked the timing,
but I understood it is not adjustable on that engine.
Today I worked through the Rotax carburettor troubleshooting guidelines.
Running at 2200 rpm and gradually opening the choke gave a continuous
increase in rpm up to 3000 with progressive increase of choke, and
progressive increase in EGT. No decrease in rpm as the choke was fully
opened, (as the guidelines say I should see after 400-600 rpm increase
initially). But doing the same with the airbox off I did get a decrease
in rpm after an initial increase. The air filter is new and clean, no
obstruction in the box.
The guidelines say to try the mag drop at 4000 rpm with the choke half
out - this made no difference to the mag drop, suggesting they say that
it is not due to a carb problem. But I did try raising the needle 1
notch in both carbs, which also made no difference, so I put them back
in the original position (position 3). So we concluded it is probably
not a carb problem.
Next I checked the trigger coil gaps - 2 were 8 - 10 thou, and 2 were 12
- 15 thou (it is difficult to get the feeler gauge in completely square
because they are not too easy to get at with the engine installed, but I
was fairly happy they were in those ranges).. The manual gives a range
of 12 - 16 thou. Anyone know whether 8 or 10 thou instead of 12 - 16
would be enough to account for the problem ?
Much of the rest of the troubleshooting guidelines consists of switching
various leads between the 2 ignition modules to see if the mag drop
moves to the other mag, but with a similar drop on each mag this will
not help. Tomorrow I will check out some of the resistance values for
the coils, leads etc and see if anything else comes to light.
One of our builders here suggested, as some of you did, that it might
simply be a stiff engine that needs a bit more running in, so if nothing
else turns up I might just run it a bit more and do some taxiing.
Many thanks for all the help. Any more suggestions very welcome.
Regards,
Keith.
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Subject: | TRAVELLING ABROAD IN A PERMIT AIRCRAFT |
Travelling VFR in Europe has always been fairly easy in my limited
experience. However, I do wonder if my travels have been that way because
the local authorities didn't know I was there. With the introduction of
Mode 'S', area radars can now easily obtain your registration - that means
that we are more easily identified for aircraft type. Not being
particularly brave, I choose to cross the channel from Kent, usually to Le
Touquet or Ostende. The LAA has a document on line - 'TRAVELLING ABROAD IN
A PERMIT AIRCRAFT' - this covers a lot of the information required.
Unfortunately, the date on the document is 2005, is there a later version
available.
While, I know that France, Germany and the Netherlands are fairly permit
aircraft friendly, does Belgium continue to require an application with fee
to transit Belgian airspace. I recall that some of the Europa Club members
had a bit of a battle with Italian bureaucracy a couple of years back.
Perhaps an area of the Europa Club web-site could be dedicated to the rules,
regulations and pilots experiences - I for one would find such a site very
useful.
What do you guys on the Europa Club Committee think.
Regards,
Mike Parkin
G_JULZ soon to be flying again.
Message 3
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Subject: | TRAVELLING ABROAD IN A PERMIT AIRCRAFT |
I for one would be very interested in this idea. My mono is very nearly
ready to fly and I plan to travel abroad (especially Portugal) as much as
possible. Last year I did two trips to France in our group Emeraude and was
amazed by how easy and accessible it all was.
Even somewhere where experiences could be pooled to help others or a club
rep.? The Europa flyer covers people's trips very well and I usually read
anyone's European travels more than once (!) to gather any usefull info.
Richard Scanlan
G-CEIW
912s Mono
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Mike Parkin
Sent: 02 March 2009 08:14
Subject: Europa-List: TRAVELLING ABROAD IN A PERMIT AIRCRAFT
Travelling VFR in Europe has always been fairly easy in my limited
experience. However, I do wonder if my travels have been that way because
the local authorities didn't know I was there. With the introduction of
Mode 'S', area radars can now easily obtain your registration - that means
that we are more easily identified for aircraft type. Not being
particularly brave, I choose to cross the channel from Kent, usually to Le
Touquet or Ostende. The LAA has a document on line - 'TRAVELLING ABROAD IN
A PERMIT AIRCRAFT' - this covers a lot of the information required.
Unfortunately, the date on the document is 2005, is there a later version
available.
While, I know that France, Germany and the Netherlands are fairly permit
aircraft friendly, does Belgium continue to require an application with fee
to transit Belgian airspace. I recall that some of the Europa Club members
had a bit of a battle with Italian bureaucracy a couple of years back.
Perhaps an area of the Europa Club web-site could be dedicated to the rules,
regulations and pilots experiences - I for one would find such a site very
useful.
What do you guys on the Europa Club Committee think.
Regards,
Mike Parkin
G_JULZ soon to be flying again.
17:21:00
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Subject: | TRAVELLING ABROAD IN A PERMIT AIRCRAFT |
Hi Mike,
The club does have such a document that I put on a new member's CD.
Unfortunately, it is also dated 2005! I will talk to the committee to see
if someone can update it.
Any volunteers?
Alternatively, you could read the very comprehensive document, produced by
the microlite guys, at
http://www.wfaec.org.uk/files/flying_in_europe_by_microlight.pdf dated
2007.
Regards
Brian Davies, The Europa Club membership sec.
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Mike Parkin
Sent: 02 March 2009 08:14
Subject: Europa-List: TRAVELLING ABROAD IN A PERMIT AIRCRAFT
Travelling VFR in Europe has always been fairly easy in my limited
experience. However, I do wonder if my travels have been that way because
the local authorities didn't know I was there. With the introduction of
Mode 'S', area radars can now easily obtain your registration - that means
that we are more easily identified for aircraft type. Not being
particularly brave, I choose to cross the channel from Kent, usually to Le
Touquet or Ostende. The LAA has a document on line - 'TRAVELLING ABROAD IN
A PERMIT AIRCRAFT' - this covers a lot of the information required.
Unfortunately, the date on the document is 2005, is there a later version
available.
While, I know that France, Germany and the Netherlands are fairly permit
aircraft friendly, does Belgium continue to require an application with fee
to transit Belgian airspace. I recall that some of the Europa Club members
had a bit of a battle with Italian bureaucracy a couple of years back.
Perhaps an area of the Europa Club web-site could be dedicated to the rules,
regulations and pilots experiences - I for one would find such a site very
useful.
What do you guys on the Europa Club Committee think.
Regards,
Mike Parkin
G_JULZ soon to be flying again.
07:04:00
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Fred Klein wrote:
> Frans...this sounds really interesting...cheers for getting rid of the
> dog house...how bout some photos?
I guess more people are interested in seeing some preliminary work that
has been done.
Note that a lot of work still needs to be done. It is a sort of
"concept" that is ready now.
The idea is to reduce drag, and improve cooling at the same time.
Picture 1: the nasa-ducts in the top cowling. Inside is a deflector
screen. The air is aimed between the front and read cylinders, cooling
both efficiently and equally. The air is directed to the bottom, so the
heated air will hopefully not collect in the top cowling. The air
outlets (inlets?) on the side are closed off. If the engine is shut off,
the remaining heat will find its way out via the nasa ducts which are
actually higher than the side vents.
Note that the front openings will be used for taxi & landing lights, and
not as an air passage.
Picture 2: the cooling inlet and diffuser for the radiators. The idea is
here that the frontal area is reduced, the air inlet is in a better
position in the propellor wash (important for cooling on the ground!),
and drag is lowered because of the diffuser in front of the radiators.
The area where the original air duct was, has been filled with blue
foam, and then sanded until it had the shape the cowling should have. A
few layers of bid (inside and outside) to make it strong. Some (a lot?)
of filler is required to finalize it. The diffuser is also made from
blue foam, shaped, and with two layers of bid.
Picture 3: closeup of the diffuser. The area inside is funnel shaped
with a round curve, but that is hard to see. Every wall of the diffuser
can be seen as a wing. The air going inside is slowed down by expansion,
to match with the airflow the radiators can handle.
Picture 4: Underside/rearside of the radiator housing.
What you are seeing here are actually two air outlets: The opening for
the radiators is obvious. Directly behind it (towards the camera) is the
opening from the engine bay. Both radiators are in line with each other:
the oil radiator will only get air that has gone through the water
radiator. I believe that this is a good thing. (The reason that this is
sometimes done differently in the Europa is because of the bad
properties of the original cooling duct).
On the bottom panel you can see a hinge. Here will be attached an
adjustable cowl flap. In the cruise position, it will be in a direct
line with the bottom panel of the radiator housing. It will extend
considerably rearward, where the belly slopes down. The outgoing air
will be speed up, and hopefully smootlly mix with the air passing the
radiator housing because it has the same speed and direction. If more
cooling is required, the flap will move down, making a greater opening,
and causing some vacuum behind the flap to help the air out. Obviously,
in maximum cooling position it will create some drag, although it
wouldn't be worse than the factory cowling.
Note that the sides of the radiator housing will not be visible when the
cowling is finished, as it will overlap the sides of the radiator
housing. (Problem here of course is that the radiator housing is fixed
to the fuselage, while the bottom cowling needs to be removable. Am not
sure yet where exactly the seam will be made).
Picture 6: Here the shape is better to see. If the cowl flap is in
place, it will be in a direct line with the radiator housing, horizontal
with the flight direction. Because the belly of the cowling slopes down,
the air going to the exit will be compressed (read: "speed up") somewhat.
The complete air path is as follows: There is a small opening in front,
and behind the opening is a diffuser which has "wing-shaped" walls that
increase the area, thus slowing the air down. The slower moving air can
pass the radiators, and after that the air is speed up again, so when
the air is released, it has the same direction and speed as the
surrounding air.
Of course, al this is theory. Because the cooling properties of the
factory cowling are so bad, I believe that it would actually be
difficult to make it worse. So chances are that my cooling at least
gives some better cooling and aerodynamics.
Note that before I started with the Europa I had no experience at all
with making shapes and working with epoxy. I'm sure that a lot of people
can do a better job than I did, and I'm not really sure how things will
look after applying filler and sanding. I hope it is going to be ok.
Comments are welcome of course!
--
Frans Veldman
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Subject: | Re: How goes flight testing? |
Ron,
I'll reply to you and the list as well.
Coordinating weather (wind mostly) has been a serious issue. We have
had so much wind over the last couple weeks it has been amazing. Im
talking 20 to 25 Kts steady with gusts over 34 kts. This morning
was OK, but was becoming dicy ( with my experience level in the
monowheel) at the end of the flight with an 8 - 10 Kt 30 degree x-wind.
Flew for the second time today. About 45 minutes. Have discovered
some additional issues that need to be cleaned up before I fly again.
Squawks:
Have to look at the charging circuit for the battery. The alternator
is putting out 13.8 volts, but the battery isn't charging.
Have to get into the brakes and find out why they won't hold over 2500
RPM. Might (probably) need bleeding.
Have to crank down on the friction for the throttle. The springs
cause the throttle to creep.
Need to set a better idle stop on the throttle lever. Too easy to
pull the throttle lower than 2000 RPM while on the ground.
Notes:
The aircraft climbs like a homesick angel. With moderate weight
today, it climbed at over 1200 fpm with 5700 rpm and 34 in. Easily at
pattern altitude while on cross wind.
The aircraft is is VERY light and sensitive on the controls. The
controls are very well balanced. All are light and sensitive. Rudder
is very effective as soon as you apply any power at all. Torque on
takeoff is impressive for such a small prop/engine.
Strong pitch change with gear/flap extension. Pitch up with
retraction, pitch down with extension.
Speed control on base and final is very important.
Throttle control on final is very important (creeping throttle doesn't
help)
Precise alignment with the runway centerline is critical.
Maintaining precise alignment with the runway centerline during last
of landing phase is critical
Precise pitch control after roundout is critical. The aircraft
baloons very easily.
Very precise management of the speed and descent during touchdown is
critical to not get a baloon or bounce.
It appears that the wing is not at the stall angle when sitting on the
ground. Stall angle has the nose quite high. You will have the
tailwheel on the ground and the main well over a foot off the ground.
You are actually slow-flighting the aircraft onto the ground. This is
why a bounce is so bad on touchdown. The wing is still capable of
flight so with a bounce it flies off at very low speed. Immediate
power is require to regain control. Don't even think about trying to
land again unless you have LOTS (4 or 5 thousand feet maybe) of runway
left to get set up again. Just go around.
I'm kinda sorta close to getting it, but I think that another 2 hours
at least will be required to gain more consistency. Probably more
time if the flights remain a week or more apart. I really need about
3 days straight with morning and evening flights to gain the
consistency I'd like.
This will be a fantastic aircraft once I have a reasonable level of
comfort with the landings.
Looks like several more days of wind and work on the aircraft before
any more flight attempts.
Check six,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
Aircraft Flying!
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On Mar 2, 2009, at 17:43, rparigor@suffolk.lib.ny.us wrote:
> Hi Bob
>
> How goes flight testing?
>
> Ron P.
>
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All,
By any chance, does anyone have an email address for Ivan Shaw?
Fred
A194
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Subject: | Re: How goes flight testing? |
Ron,
On Mar 2, 2009, at 19:19, rparigor@suffolk.lib.ny.us wrote:
> **** Check voltage at battery. I forget exactly the voltage a
> Odyssey wants, but 14.4 or 14.7 sounds bout right. My LR3C regulator
> has an adjustable setpoint where the Ducati does not, nor does the
> internal Flight Crafter alternator. I am pretty certain you can
> madify pretty easily the Flight Crafter alternator to an external
> regulator, or do yourself a favor and get rid of the flight crafter
> alternator and get a SD20S. You may want to sense the aft battery
> voltage with your regulator??
>
Yes, my next step will be to get behind the baggage bay with a VOM to
see what voltage is present there. Probably have to tie the tail to
the fence again so I can run up enough to make operating voltage. The
13.8 volts was observed at around 3500 RPM when testing on the ground
during taxi.
May convert to external regulator from B&C if necessary, but need to
see what's happening when at battery first. Eventually, would also
like to dump the Ducatti regulator and go with a Schicke regulator
from Germany. If I can get them to sell me one.
Eventually run the external and internal regulators in parallel as
Bob Nuckolls has discussed.
> ****In case you are using factory set up throttle friction
> arrangement:
> I studied Europa arrangement for throttle friction, and no matter
> how hard you tighten, you can not get enough friction. The reason
> being is you can only get a finite amount of friction between metal
> washers and nuts. I welded the nuts to the washers, and used those
> metal high temperature locknuts. needed to thread the bolt all the
> way down as well. Once complete when tightening you are getting
> desired friction between plastic washers and large area washers.
>
> See picture #11:
> http://www.europaowners.org/modules.php?set_albumName=album256&op=modload&name=gallery&file=index&include=view_album.php
>
I'll see what I can do with a wrench before I start tearing into the
mess. Interesting that there seems to be plenty of friction without
the engine running. As soon as the engine starts, the throttle
creeps. Must be something to do with the added vibration tugging on
the cables.
> > Need to set a better idle stop on the throttle lever. Too easy to
> > pull the throttle lower than 2000 RPM while on the ground.
>
> ****2000RPM?? I know you went to class and they probably told you to
> probably set idle at no lower than 1850 or 1800RPM, but according to
> Nev, set idle at 1450 max or you will float into next county. You
> don't need to idle when taxing so low, but upon landing, you want
> ability to tame down according to him. You can tune engine so 1450
> static is pretty smooth, but when landing it will be higher. You
> should not rely on throttle stops on carb for idle, need stops on
> throttle lever and adjust cable, then set carb stops just as a mini
> setpoint. Bend the stops like you describe and idle will be rough
> because you will have out of sync carbs at idle.
>
Ya, 1800. Misspoke. Still, need a stop as the RPM goes below 1000 if
I tug too hard on the throttle while braking. Left hand on stick,
right hand on throttle & brake. Gets interesting when the brake isn't
cooperating. Easy to pull too hard on throttle as well. Right,
probably need the throttle lever stop around 1450 on the ground as it
yields the necessary 1800 RPM at flight idle needed to descend at a
decent rate.
> **** Good luck! Sounds like a load of fun
>
It's getting there slowly. I was almost enjoying it at the end of the
flight.
Check six,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
Aircraft Flying!
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
Message 9
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Subject: | Re: How goes flight testing? |
Thank you for the exciting story Bob!
JR (bob) Gowing
327 in Oz
do not archive
----- Original Message -----
From: "Robert Borger" <rlborger@mac.com>
<europa-list@matronics.com>
Sent: Tuesday, March 03, 2009 11:36 AM
Subject: Europa-List: Re: How goes flight testing?
>
> Ron,
>
> I'll reply to you and the list as well.
>
> Coordinating weather (wind mostly) has been a serious issue. We have
> had so much wind over the last couple weeks it has been amazing. Im
> talking 20 to 25 Kts steady with gusts over 34 kts. This morning
> was OK, but was becoming dicy ( with my experience level in the
> monowheel) at the end of the flight with an 8 - 10 Kt 30 degree x-wind.
>
> Flew for the second time today. About 45 minutes. Have discovered
> some additional issues that need to be cleaned up before I fly again.
>
> Squawks:
>
> Have to look at the charging circuit for the battery. The alternator
> is putting out 13.8 volts, but the battery isn't charging.
>
> Have to get into the brakes and find out why they won't hold over 2500
> RPM. Might (probably) need bleeding.
>
> Have to crank down on the friction for the throttle. The springs
> cause the throttle to creep.
>
> Need to set a better idle stop on the throttle lever. Too easy to
> pull the throttle lower than 2000 RPM while on the ground.
>
> Notes:
>
> The aircraft climbs like a homesick angel. With moderate weight
> today, it climbed at over 1200 fpm with 5700 rpm and 34 in. Easily at
> pattern altitude while on cross wind.
>
> The aircraft is is VERY light and sensitive on the controls. The
> controls are very well balanced. All are light and sensitive. Rudder
> is very effective as soon as you apply any power at all. Torque on
> takeoff is impressive for such a small prop/engine.
>
> Strong pitch change with gear/flap extension. Pitch up with
> retraction, pitch down with extension.
>
> Speed control on base and final is very important.
>
> Throttle control on final is very important (creeping throttle doesn't
> help)
>
> Precise alignment with the runway centerline is critical.
>
> Maintaining precise alignment with the runway centerline during last
> of landing phase is critical
>
> Precise pitch control after roundout is critical. The aircraft
> baloons very easily.
>
> Very precise management of the speed and descent during touchdown is
> critical to not get a baloon or bounce.
>
> It appears that the wing is not at the stall angle when sitting on the
> ground. Stall angle has the nose quite high. You will have the
> tailwheel on the ground and the main well over a foot off the ground.
> You are actually slow-flighting the aircraft onto the ground. This is
> why a bounce is so bad on touchdown. The wing is still capable of
> flight so with a bounce it flies off at very low speed. Immediate
> power is require to regain control. Don't even think about trying to
> land again unless you have LOTS (4 or 5 thousand feet maybe) of runway
> left to get set up again. Just go around.
>
> I'm kinda sorta close to getting it, but I think that another 2 hours
> at least will be required to gain more consistency. Probably more
> time if the flights remain a week or more apart. I really need about
> 3 days straight with morning and evening flights to gain the
> consistency I'd like.
>
> This will be a fantastic aircraft once I have a reasonable level of
> comfort with the landings.
>
> Looks like several more days of wind and work on the aircraft before
> any more flight attempts.
>
> Check six,
> Bob Borger
> Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
> http://www.europaowners.org/N914XL
> Aircraft Flying!
> 3705 Lynchburg Dr.
> Corinth, TX 76208
> Home: 940-497-2123
> Cel: 817-992-1117
>
>
> On Mar 2, 2009, at 17:43, rparigor@suffolk.lib.ny.us wrote:
>
>> Hi Bob
>>
>> How goes flight testing?
>>
>> Ron P.
>>
>
>
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Hello all,
Well I'm embarrased to say that the problem was very simple. After
checking over the carbs and half the ignition system, I finally noticed
that the leads for the upper plugs on cylinders 2 and 4 were reversed.
The mechanic who did a 100 hr inspection, prior to the final inspection
for C of A, had rebundled much of the engine wiring and hoses to tidy it
up, and must have reversed the leads, and left them tied so they
naturally fell in that position, and so that the tags with the cylinder
numbers were not easily visible. Amazing that it ran so well !
I now have a mag drop of 75 rpm on both mags - feels much better.
Many thanks for all the help. I've learned a lot about the engine.
Regards,
Keith
Message 11
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Subject: | TRAVELLING ABROAD IN A PERMIT AIRCRAFT |
Thanks Brian,
The microlight document did make interesting reading. I could be persuaded
to co-ordinate an Overseas Flying area if enough people think it would be
useful.
Regards,
Mike
Do not archive.
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Brian Davies
Sent: 02 March 2009 11:37
Subject: RE: Europa-List: TRAVELLING ABROAD IN A PERMIT AIRCRAFT
Hi Mike,
The club does have such a document that I put on a new member's CD.
Unfortunately, it is also dated 2005! I will talk to the committee to see
if someone can update it.
Message 12
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Subject: | Flight Overseas. |
Further to my previous missive, I have found a more up to date document from
the LAA.
See.
http://www.lightaircraftassociation.co.uk/engineering/TechnicalLeaflets/Oper
ating%20An%20Aircraft/TL%202.08%20Travelling%20abroad%20in%20a%20Permit%20Ai
rcraft.pdf
Regards,
Mike
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