---------------------------------------------------------- Europa-List Digest Archive --- Total Messages Posted Tue 03/03/09: 14 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:54 AM - Re: TRAVELLING ABROAD IN A PERMIT AIRCRAFT (Sidsel & Svein Johnsen) 2. 01:29 AM - Re: Ivan's email (Brian Davies) 3. 04:12 AM - Re: Re: How goes flight testing? (Graham Singleton) 4. 04:20 AM - Re: mag drop solved (Kingsley Hurst) 5. 04:42 AM - Re: mag drop solved (Robert Borger) 6. 05:03 AM - Re: Re: How goes flight testing? (Robert Borger) 7. 05:52 AM - Re: Re: How goes flight testing? (Graham Singleton) 8. 06:49 AM - Re: Cowling mods (Paul Atkinson) 9. 07:07 AM - Re: Cowling mods (JEFF ROBERTS) 10. 07:11 AM - Re: Cowling mods (Graham Singleton) 11. 09:29 AM - Re: Cowling mods (Robert Borger) 12. 10:41 AM - Re: Cowling mods (G-IANI) 13. 12:03 PM - Re: Cowling mods (Graham Singleton) 14. 03:03 PM - Re: Cowling mods (JR Gowing) ________________________________ Message 1 _____________________________________ Time: 12:54:27 AM PST US From: "Sidsel & Svein Johnsen" Subject: RE: Europa-List: TRAVELLING ABROAD IN A PERMIT AIRCRAFT Mike, Excellent idea ' please do! Regards, Svein LN-SKJ Do not archive Fra: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] P=E5 vegne av Mike Parkin Sendt: 3. mars 2009 08:11 Til: europa-list@matronics.com Emne: RE: Europa-List: 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 ________________________________ Message 2 _____________________________________ Time: 01:29:33 AM PST US From: "Brian Davies" Subject: RE: Europa-List: Ivan's email Hi Fred, His e mail address is available in the members only area of the Europa Club website. Sorry I cant broadcast it- UK Data Protection Laws! If you cant find it, e mail me offline. Brian Davies, Europa Club membership sec. -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Fred Klein Sent: 03 March 2009 02:01 Subject: Europa-List: Ivan's email All, By any chance, does anyone have an email address for Ivan Shaw? Fred A194 -- This message has been scanned for viruses and dangerous content by MailScanner, and is believed to be clean. Checked by AVG - www.avg.com 17:46:00 ________________________________ Message 3 _____________________________________ Time: 04:12:17 AM PST US From: Graham Singleton Subject: Re: Europa-List: Re: How goes flight testing? JR Gowing wrote: >> 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. Bob the throttle friction is a weak link, the nylon washers tend to turn unpredicably so there is a tiny bit of lost motion at closed position. Better to use nylon plates anchored to the box to get rid of the lost motion. Imho 2000rpm is too much, with carbs balanced you should achieve a nice 1750 rpm. You're right about the stop/lost motion. The whole box is too floppy imho. >> Strong pitch change with gear/flap extension. Pitch up with >> retraction, pitch down with extension. You should find that if you trim out clean at 80kts, lower the flaps and you have 60/65kts trimmed. That's ideal, no retrim needed while you are busy. >> Speed control on base and final is very important. >> >> Throttle control on final is very important (creeping throttle doesn't >> help) I recommend small amount of power on finals but trimmed at 65kts. Easier descent rate. >> Precise pitch control after roundout is critical. The aircraft >> baloons very easily. Feel for the ground with tail wheel, then stick hard back. There will be a small bounce but no balloon because aircraft can't pitch up any more with tail on ground. All you need to think about then is keep it straight and that means instant response to yaw, especially on black top. Grass is more forgiving. In ground effect the tail loses the downwash from the flaps/wings. The nose drops, wheel touches and she balloons, (unless the tail wheel is already on the ground ) ;-) Graham ________________________________ Message 4 _____________________________________ Time: 04:20:53 AM PST US From: "Kingsley Hurst" Subject: Re: Europa-List: mag drop solved Keith, > Amazing that it ran so well ! No need to feel embarrassed. He who has never made a mistake has never made anything so thank you for telling us. Since you say it ran so well, I'm wondering if the spark on each plug fires on the exhaust stroke as well as the compression stroke. If this is so, would that be an explanation for its still running okay with the leads crossed ? Cheers from Oz Kingsley do not archive ________________________________ Message 5 _____________________________________ Time: 04:42:52 AM PST US From: Robert Borger Subject: Re: Europa-List: mag drop solved Kingsley, Yes, it is a "Lost Spark" system. There is a spark at the top of every compression stroke. 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 3, 2009, at 6:19, Kingsley Hurst wrote: > Keith, > > > Amazing that it ran so well ! > > No need to feel embarrassed. He who has never made a mistake has > never made anything so thank you for telling us. > > Since you say it ran so well, I'm wondering if the spark on each > plug fires on the exhaust stroke as well as the compression stroke. > If this is so, would that be an explanation for its still running > okay with the leads crossed ? > > Cheers from Oz > Kingsley > > do not archive > > ________________________________ Message 6 _____________________________________ Time: 05:03:43 AM PST US From: Robert Borger Subject: Re: Europa-List: Re: How goes flight testing? Graham, On Mar 3, 2009, at 6:10, Graham Singleton wrote: > > >> >>> Bob > the throttle friction is a weak link, the nylon washers tend to turn > unpredicably so there is a tiny bit of lost motion at closed > position. Better to use nylon plates anchored to the box to get rid > of the lost motion. Yes, need to come up with something better. > Imho 2000rpm is too much, with carbs balanced you should achieve a > nice 1750 rpm. You're right about the stop/lost motion. The whole > box is too floppy imho. Yes. A proper throttle quad could be another project for next winter. > You should find that if you trim out clean at 80kts, lower the flaps > and you have 60/65kts trimmed. That's ideal, no retrim needed while > you are busy. That's about what I have found. Did not need to re-trim. Only set up for the new speed. Just seemed interesting that those tiny flaps acted more like adding full flaps on an old big-bar, manual C-150 rather than, say, an old manual Cherokee. > I recommend small amount of power on finals but trimmed at 65kts. > Easier descent rate. If I can get the throttle creep problem resolved I may very well find that to be. > Feel for the ground with tail wheel, then stick hard back. There > will be a small bounce but no balloon because aircraft can't pitch > up any more with tail on ground. All you need to think about then is > keep it straight and that means instant response to yaw, especially > on black top. Grass is more forgiving. > In ground effect the tail loses the downwash from the flaps/wings. > The nose drops, wheel touches and she balloons, (unless the tail > wheel is already on the ground ) ;-) That's sort of what I have been trying to do. Get the tail down without excessive pitch angle so that the last bit of drop isn't so bad. But you are right, If you nail the tail down first, it won't go flying again. But if the drop of the main is more than a few inches the resulting bounce off the main wheel will point you in any direction except straight down the runway. Then things get way too interesting. Yes, much more forgiving on grass than hard, but since I'll be flying off the 6000 x 200 foot strip of concrete here at KDTO, I need to get this down pat. > Graham Thanks to everyone for their comments and suggestions. This is a great group! 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 7 _____________________________________ Time: 05:52:58 AM PST US From: Graham Singleton Subject: Re: Europa-List: Re: How goes flight testing? Robert Borger wrote: > > that's sort of what I have been trying to do. Get the tail down > without excessive pitch angle so that the last bit of drop isn't so > bad. But you are right, If you nail the tail down first, it won't go > flying again. But if the drop of the main is more than a few inches > the resulting bounce off the main wheel will point you in any > direction except straight down the runway. Bob check the spring tension on the tailwheel, it needs to be fairly tight, say 3/16" of compression at center. I used to have it fairly slack but you will have more authority with it tighter. If you have my mod. I recommend the wider tail wheel horn, also gives mroe authority, Go for 51/2" between the cables at the wheel horn. The other thing to check is that the outriggers are firmly down on the ground tail down. If they allow wobbling from one side to the other that will cause snaking. Graham ________________________________ Message 8 _____________________________________ Time: 06:49:05 AM PST US From: "Paul Atkinson" Subject: RE: Europa-List: Cowling mods Frans You may be interested to know that Europa did some testing of several duct positions with a view to producing a mod along the lines of what you are doing. The aim being to improve cooling, reduce drag and improve the looks. Unfortunately it never got produced :-( I spoke to Andy Draper today and he is going to send me a drawing of the design that worked the best in terms of cooling. I will happily forward it to you when I get it. Regards Paul Atkinson -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Frans Veldman Sent: 02 March 2009 20:53 Subject: Europa-List: Cowling mods 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 ________________________________ Message 9 _____________________________________ Time: 07:07:38 AM PST US From: JEFF ROBERTS Subject: Re: Europa-List: Cowling mods Paul, Forward those to all of us as I'm too interested in seeing them. Regards, Jeff R. A258 - N128LJ / Gold Rush 176 hours down for annual & Mods. On Mar 3, 2009, at 8:46 AM, Paul Atkinson wrote: > > > Frans > > You may be interested to know that Europa did some testing of several > duct > positions with a view to producing a mod along the lines of what you > are > doing. The aim being to improve cooling, reduce drag and improve the > looks. > Unfortunately it never got produced :-( > I spoke to Andy Draper today and he is going to send me a drawing of > the > design that worked the best in terms of cooling. I will happily > forward it > to you when I get it. > Regards > > Paul Atkinson > > -----Original Message----- > From: owner-europa-list-server@matronics.com > [mailto:owner-europa-list-server@matronics.com] On Behalf Of Frans > Veldman > Sent: 02 March 2009 20:53 > To: europa-list@matronics.com > Subject: Europa-List: Cowling mods > > 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 > > ________________________________ Message 10 ____________________________________ Time: 07:11:22 AM PST US From: Graham Singleton Subject: Re: Europa-List: Cowling mods Paul Atkinson wrote: > > Frans > > You may be interested to know that Europa did some testing of several duct > positions with a view to producing a mod along the lines of what you are > doing. The aim being to improve cooling, reduce drag and improve the looks. > Unfortunately it never got produced :-( > I spoke to Andy Draper today and he is going to send me a drawing of the > design that worked the best in terms of cooling. I will happily forward it > to you when I get it. > Regards > > Paul Atkinson > Paul I'd like to see those too please Graham ________________________________ Message 11 ____________________________________ Time: 09:29:09 AM PST US From: Robert Borger Subject: Re: Europa-List: Cowling mods Paul, Please post on the Europa Owners site for all to access. Bob Sent from my iPhone On Mar 3, 2009, at 8:46, Paul Atkinson wrote: > > > > Frans > > You may be interested to know that Europa did some testing of > several duct > positions with a view to producing a mod along the lines of what you > are > doing. The aim being to improve cooling, reduce drag and improve the > looks. > Unfortunately it never got produced :-( > I spoke to Andy Draper today and he is going to send me a drawing of > the > design that worked the best in terms of cooling. I will happily > forward it > to you when I get it. > Regards > > Paul Atkinson > > -----Original Message----- > From: owner-europa-list-server@matronics.com > [mailto:owner-europa-list-server@matronics.com] On Behalf Of Frans > Veldman > Sent: 02 March 2009 20:53 > To: europa-list@matronics.com > Subject: Europa-List: Cowling mods > > 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 > > ________________________________ Message 12 ____________________________________ Time: 10:41:41 AM PST US From: "G-IANI" Subject: RE: Europa-List: Cowling mods Paul Obviously everyone is interested in the cowl drawings. Do you know if Andy is going to send paper or a CAD drawing? If its paper, I will on behalf of the Club, be happy to digitise it and make available in a suitable format everyone can use (PDF, JPG etc) If it is CAD again I am happy to translate it into a usable format. 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 ________________________________ Message 13 ____________________________________ Time: 12:03:56 PM PST US From: Graham Singleton Subject: Re: Europa-List: Cowling mods G-IANI wrote: > > > Paul > > > If it is CAD again I am happy to translate it into a usable format. ***.dxf should be OK Graham ________________________________ Message 14 ____________________________________ Time: 03:03:53 PM PST US From: "JR Gowing" Subject: Re: Europa-List: Cowling mods Paul I hope you post it for everyone to see! JR (Bob) Gowing 327 in Oz do not archive ----- Original Message ----- From: "Paul Atkinson" Sent: Wednesday, March 04, 2009 1:46 AM Subject: RE: Europa-List: Cowling mods > > > Frans > > You may be interested to know that Europa did some testing of several duct > positions with a view to producing a mod along the lines of what you are > doing. The aim being to improve cooling, reduce drag and improve the > looks. > Unfortunately it never got produced :-( > I spoke to Andy Draper today and he is going to send me a drawing of the > design that worked the best in terms of cooling. I will happily forward it > to you when I get it. > Regards > > Paul Atkinson > > -----Original Message----- > From: owner-europa-list-server@matronics.com > [mailto:owner-europa-list-server@matronics.com] On Behalf Of Frans Veldman > Sent: 02 March 2009 20:53 > To: europa-list@matronics.com > Subject: Europa-List: Cowling mods > > 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 > > -------------------------------------------------------------------------------- Checked by AVG - www.avg.com 17:46:00 -- We are a community of 6 million users fighting spam. 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