Today's Message Index:
----------------------
1. 12:25 AM - Re: Reduce speed in approach (pjeffers@talktalk.net)
2. 01:41 AM - Re: Re: Battery (Michel AUVRAY)
3. 01:48 AM - Re: Reduce speed in approach (Graham Singleton)
4. 02:30 AM - Re: Reduce speed in approach (David Stanbridge (Swift TG))
5. 02:38 AM - Re: Re: Battery (Robert C Harrison)
6. 09:39 AM - Re: Europa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system (Roger Mills)
7. 10:02 AM - Re: Reduce speed in approach (Michel AUVRAY)
8. 10:43 AM - Re: Fuel System Vents (Raimo Toivio)
9. 10:43 AM - Re: The Europa Club Membership Subs Reminder (Dari Sagar)
10. 11:13 AM - Re: Reduce speed in approach (rparigoris)
11. 11:34 AM - Coolant core question - "Aw shit" (Paul McAllister)
12. 11:55 AM - Re: What is best lubricant for wire rope and Tufnal? (Paul McAllister)
13. 11:55 AM - Re: Europa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system (Richard Scanlan)
14. 12:27 PM - Re: Coolant core question - "Aw shit" (Pete Lawless)
15. 12:42 PM - Re: Coolant core question - "Aw shit" (rparigor@suffolk.lib.ny.us)
16. 01:10 PM - Coolant Radiator - another thought (Paul McAllister)
17. 01:11 PM - Re: Europa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system (peter.rees01@tiscali.co.uk)
18. 02:14 PM - Re: Europa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system (Richard Scanlan)
19. 03:14 PM - Re: The Europa Club Membership Subs Reminder (Rowland Carson)
20. 05:09 PM - Re: Reduce speed in approach (Graham Singleton)
21. 07:34 PM - Re: Reduce speed in approach (Paul McAllister)
Message 1
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| Subject: | Re: Reduce speed in approach |
0simple means by which this can be accomplished.=C2-=0A=C2-=0A=0AThere is an adjustment
available in the position of the FL21 "Horn" which can be used to allow
a bit more flap movement. See page 28M-11. There is also some adjustment
available in the "Fork Assembly" (175-601-208) which is installed at both ends
of the "Flap Push Rod (FL20). See page 28M-17. These adjustments could be
used to proved some limited additional flap extension, but probably at the cost
of a less than fully retracted flap and some loss of cruise speed due to the
added drag. I'm not sure how much approach speed reduction could be gained,
but I expect it would be minimal.=C2-=0A=C2-=0A=0AI guess you could also machine
a new, longer, FL19 "
H
f
t
2
Message 2
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Jeff B a crit :
>
> Another Odessey advocate, here. Mine is five years old and still
> cranking away...
>
> Jeff - Baby Blue
>
> rampil wrote:
>>
>> I'd also cast a vote for the Odessey. In five years, I've replaced it
>> once. It cranks my 912S even in freezing temps
>>
>> Ira
>>
>> --------
>> Ira N224XS
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=247459#247459
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> ------------------------------------------------------------------------
>>
>>
>> Checked by AVG - www.avg.com
>
>
Hi all,
I replace my acid battery by an Odyssey PC545 few month ago and I am
very satisfied.
--
--|--
--------(*)--------
Michel AUVRAY
mau11@free.fr
Message 3
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| Subject: | Re: Reduce speed in approach |
Robert Borger wrote:
>
> Michel,
>
> Do I understand correctly that you wish to reduce the approach speed
> by extending the flaps further than is normally permitted on the
> monowheel?
>
> I
>
> Personally, I'd not recommend any of these modifications as you are
> treading in new, untested areas of Europa aerodynamics. Perhaps one
> of the more aerodynamically inclined folks can make a better judgement.
>
> Check six,
> Bob Borger
Bob, Michel
Ivan did test 30deg flap deflection but he found that at any lower speed
control was difficult because the ailerons were not effective.
Don't do it
Graham
Message 4
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| Subject: | Reduce speed in approach |
Michel,
>From an aerodynamic perspective then increasing the flap angle will
substantially increase the pitching moment and you will undoubtedly find
that you run out of tail authority.
Essentially with an increased pitching moment the horizontal tail needs to
do more work to balance it. At lower speeds it will actually provide less
work and therefore you could find yourself in a very steep descent that
close to the ground will not be recoverable.
My advice would be to stay clear of this.
To slow the aircraft further you could experiment with vortex generators on
the upper surface of the wing which is something that Bud Yerly has been
looking at with some folks in California. With VG's the pitching moment is
not so much impacted but the underpowered horizontal tail is still there.
Then VG's would be needed on the horizontal tail to counter this to prevent
it from stalling. In other words it is not an easy thing to do.
Dave Stanbridge
Europa Aircraft
On Jun 9, 2009, at 10:16, Michel AUVRAY wrote:
>
> Hello all,
> Is there a flap manual command on the three gear?
>
> I search a solution to reduce speed approach by increasing flap > position
on the monowheel. ; > 0
Message 5
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Hi! All
Not wishing to tempt providence but here's my experience with "red top"
batteries (which I believe to be in from the same origin as Odesseys)
I bought my first "red top" 13AH in 1999 (before I could fly and with
G-PTAG nearing completion.....you know 99% done and 25% actual to go !)
It was positioned behind the baggage bay and along with many other types
still failed to start the Jabiru 3300 more than three times between 20
minute flights. In frustration I moved it to the top of the P1 foot well
and in good measure fitted a twin in parallel for a belt and braces
approach.
Last season (2008) I had an unwarranted premonition so changed them both
in spite of the fact that neither had shown any signs of loss of power.
I now have the Rotax 914 but with the Heavy Duty Starter and it works
instantly with one "dab" of the button.
I still have the original batteries in a box without any charges applied
And they still show 12.59V and 12.69V !
IMHO it is best to "bite the bullet" on cost issues since they repay
you times over !
Regards
Bob Harrison G-PTAG
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Michel
AUVRAY
Sent: 10 June 2009 09:38
Subject: Re: Europa-List: Re: Battery
Jeff B a crit :
>
> Another Odessey advocate, here. Mine is five years old and still
> cranking away...
>
> Jeff - Baby Blue
>
> rampil wrote:
>>
>> I'd also cast a vote for the Odessey. In five years, I've replaced it
>> once. It cranks my 912S even in freezing temps
>>
>> Ira
>>
>> --------
>> Ira N224XS
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=247459#247459
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
------------------------------------------------------------------------
>>
>>
>> Checked by AVG - www.avg.com
>
>
Hi all,
I replace my acid battery by an Odyssey PC545 few month ago and I am
very satisfied.
--
--|--
--------(*)--------
Michel AUVRAY
mau11@free.fr
Message 6
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| Subject: | Re: Europa Classic Exhaust systemEuropa Classic Exhaust systemEuropa |
Classic Exhaust systemEuropa Classic Exhaust system
Richard / All UK Classic Owners,
Further to your response on 4/6/09 I totally agree that the Classic Exhaust
should be regarded as a consumable and have already had to replace four
stainless exhaust stubs. It will only be a matter of time before the
expansion chamber fails in some way - so there certainly is a future need.
Unfortunately the exhaust is an expensive item and not many people will want
to buy one "just in case" - it would be far better if we could persuade CKT
to resume production.
In this context, I contacted Roger Bull at the Factory. The good news is
that, according to Roger, CKT are prepared to manufacture Classic exhaust
again and, presumably, keep it in stock, providing they can gain access to a
classic Europa to check the fit. I would volunteer for this but,
unfortunately CKT are in Devon.
Are any Europa Classic owners who live near Devon prepared to help CKT
please?
Best Regards
Roger Mills
Europa 141
Message 7
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| Subject: | Re: Reduce speed in approach |
Graham Singleton a crit :
> <grahamsingleton@btinternet.com>
>
> Robert Borger wrote:
>>
>> Michel,
>>
>> Do I understand correctly that you wish to reduce the approach speed
>> by extending the flaps further than is normally permitted on the
>> monowheel?
>>
>> I
>>
>> Personally, I'd not recommend any of these modifications as you are
>> treading in new, untested areas of Europa aerodynamics. Perhaps one
>> of the more aerodynamically inclined folks can make a better judgement.
>>
>> Check six,
>> Bob Borger
> Bob, Michel
> Ivan did test 30deg flap deflection but he found that at any lower
> speed control was difficult because the ailerons were not effective.
> Don't do it
> Graham
>
>
Hello graham;
How are you?
My problem is the next.I live near Grenoble now, and the airfield in
mountains are sometimes short and it is important to have a sufficient
low speed for landing.
To day the monowheel offert a compromise flaps position. In the three
wheels the position flap is 29 to 30? I am interested to obtain the
same no more.
To day my flaps are in 25 position.
My idea is to install a handle on the flap tube command into the tunnel
and the handle pass through one slot on the top of the tunnel, with
three positions in order:
- Flight
- Take off
- Landing
Please look my drawing joint, I study this project.
Naturally I modified the OR5 and increase the slots on each side of the
fuselage (About 20- 25 mm) I add a latch with spring to lock the handle
in each position, this is not close.
I have only one problem I don't know what is the effort previously on
the flap handle?
On many aircraft there is a three or more flaps positions, manual or
electric. In the case of monowheel I prefer manual.
What is your opinion of this idea?
--
--|--
--------(*)--------
Michel AUVRAY
mau11@free.fr
Message 8
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| Subject: | Re: Fuel System Vents |
Phil
I am sure you have got some answers but here is mine (aproximately):
1) 50 mm /2"
2) 25mm /1"
3) 50 mm /2"
4) almost nothing because I made S-shape to meet my standard of upholstery.
If you need exact dimensions let me please know.
If I did those lines (particularly tank breathing) again, I would made a larger
diameter line.
That is because when refueling, fuel would like to come out from tubing and that
is not fun.
Later I have learnt to listen it is "breathing" and stop before flooding (then
it is breathing like a dying elephant) but any way refueling takes time.
Later I have constructed a refueling automat but that is an other story.
Raimo OH-XRT from Finland
----- Original Message -----
From: "flyingphil2" <ptiller@lolacars.com>
Sent: Sunday, June 07, 2009 11:31 AM
Subject: Europa-List: Fuel System Vents
>
> I'm in the process of making the fuel vent pipes. I have two pieces of stainless
steel tubing, each 150mm long. I need to bend them through 90deg, drill
2 holes in the back and bond them into the fuselage. The manual has no dimensions
for this and I guess it's not too critical but what have other people done?
>
> Dimensions I'm looking for would be:
> 1. Length from vent forward tip to start of bend.
> 2. Approx radius of bend.
> 3. Height of horizontal vent tube above the fuselage skin
> 4. How much tubing ends up protruding through the lower skin?
>
> Rough dimensions would be great if anyone has a few minutes to spare.
>
> Thanks,
>
> Phil
>
>
>
>
>
>
> Visit - www.EuropaOwners.org
>
>
>
>
>
>
>
>
>
Message 9
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| Subject: | The Europa Club Membership Subs Reminder |
Brian=2C
Re. my subs...Can't remember if I pay this yearly to the club by direct deb
it. Please could youcheck your records and let me know if I'm in arreas. Th
anks.
Regards=2C
Dari
From: bdavies@dircon.co.uk
Subject: Europa-List: The Europa Club Membership Subs Reminder
I have just sent out reminders to all members who have failed to pay their
subs this year. Unfortunately=2C I included about 100 members who have alr
eady paid!
Please accept my apology for this. You will notice that half way down the
e mail it does actually confirm that you have paid.
For those of you who have not yet paid please do so now - we dont want to l
ose you!
Regards
Brian Davies
The Europa Club Membership Secretary
_________________________________________________________________
With Windows Live=2C you can organise=2C edit=2C and share your photos.
Message 10
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| Subject: | Re: Reduce speed in approach |
Hi Michel
Where did you get information that the Tri gear can have more than 27 degrees?
I just looked on Factory build manual and tri is same as mono, 25 to 27 degrees:
http://www.europa-aircraft.biz/pdfs/buildersmanuals/CBM%20-%20ANNEX%20E%28T%29%20Mar%202008.pdf
Like others have mentioned, I too heard that more tha 27 degrees will allow plane
to take off before you have proper aileron authority on a Monowheel.
How would you deal with the fact that the down stop on the undercarriage mounting
frame needs to be firmly planted?
Justin Kennedy has independent flaps on a Mono I think? Takeoffs in crosswinds
with less than full flaps can be desirable on a mono.
If I were you, adjust to 27 degrees flaps, adjust your idle if you have a Rotax
so it is smooth on ground at 1450RPM, but only use that setting for landing short.
A fine pitch prop, or variable pitch should also help slowing plane down
with a low idle. Remember low idle in air will not be as low as static. Best
idle on ground 1800RPM plus. The lighter the aeroplane the better for slowing
things down.
Even if you change flap setting just 2 degrees, go up and practice a full stall
series cooridinated and not, try also in some turns to make sure you didn't introduce
any nastyness. If you do tend to dropping a wing, you could try and reflex
the ailerons just a little from neutral which would act as an extras bit
of washout, also when you load wings ailerons tend to go down (perhaps try 3/32"
reflex).
Drouge chutes work a treat as does beta thrust!
Ron Parigoris
Visit - www.EuropaOwners.org
Message 11
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| Subject: | Coolant core question - "Aw shit" |
Hi all,
This question is probably for the US folks. I had a serious "Aw shit" on
Monday night. I had my coolant radiator from my XS on my workshop floor and
a G clamp fell off the shelf and put a dent in one of the water tubes. The
tube isn't fractured, however it sure looks like a place that will spring a
leak. My first inclination was to just buy another one and I my still do
so, however a new one from Europa is $540 plus freight.
My question to the forum is does anyone know of a specialist welding shop
that would take a look at the core.
Another approach is for me to pressure test it for a bunch of cycles and see
if it leaks, (maybe even bead blast it and put some Redux on it to reinforce
it). Any suggestions on what pressure ? 1.2 BAR + 18,000 + 25 % ?
Thanks, Paul
Message 12
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| Subject: | Re: What is best lubricant for wire rope and Tufnal? |
Hi Ron,
My suggestion is to ignore it. After a while it will stop making a noise,
and in a practical sense you couldn't hear it while your in flight.
Cheers, Paul
Hi Group
>
> Rudder drive is nowcompleted in our XS Monowheel.
>
> First question is what would be a good lubricant to get rid of a squeek in
> the Tufnal rudder pedal bushings that would not swell them?
>
>
> Ron Parigoris
Message 13
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| Subject: | Europa Classic Exhaust systemEuropa Classic Exhaust systemEuropa |
Classic Exhaust systemEuropa Classic Exhaust system
Hi Roger,
This is already in hand. As ckt have never actually had a classic in their
workshop and have had to rely on modelling their systems on something
supplied to them, this is where problems have arisen.
Within the next couple of weeks we will be getting a local classic into the
CKT workshops and therefore ensuring that any subsequent systems will have
any small problems ironed out.
Systems will then be readily available from Roger at Europa to ensure future
availability,
Kind regards
Richard Scanlan
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Roger Mills
Sent: 10 June 2009 17:32
Subject: Re: Europa-List: Europa Classic Exhaust systemEuropa Classic
Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
Richard / All UK Classic Owners,
Further to your response on 4/6/09 I totally agree that the Classic Exhaust
should be regarded as a consumable and have already had to replace four
stainless exhaust stubs. It will only be a matter of time before the
expansion chamber fails in some way - so there certainly is a future need.
Unfortunately the exhaust is an expensive item and not many people will want
to buy one "just in case" - it would be far better if we could persuade CKT
to resume production.
In this context, I contacted Roger Bull at the Factory. The good news is
that, according to Roger, CKT are prepared to manufacture Classic exhaust
again and, presumably, keep it in stock, providing they can gain access to a
classic Europa to check the fit. I would volunteer for this but,
unfortunately CKT are in Devon.
Are any Europa Classic owners who live near Devon prepared to help CKT
please?
Best Regards
Roger Mills
Europa 141
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Message 14
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| Subject: | Coolant core question - "Aw shit" |
Rather than Redux there is a specialist product for the job, it is a sort of
brown goo that sets solid. Try your local car radiator repair shop.
Regards
Pete
Message 15
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| Subject: | Re: Coolant core question - "Aw shit" |
Hi Paul
Forget Redux, it will be way soft at 212F.
I
will go as far and say "every" europa that flys away from home
should have JB KWIK with them! It takes 4 minutes to cure and TG is i
think ~350F.
see:
http://www.europaowners.org/modules.php?set_albumName=album290&op=modload&name=gallery&file=index&include=view_album.php
i am not suggesting to make a repair on your radiatior with it,
but if you had a pinhole leak and plenty long runway.....
As
far as your repair, first off have you ever seen Katana installed radiator
on Europa? If you were ever thinking on cooling mods and it included a
radiator change....
As far as a repair, if the tube is
aluminium I don't think you would want to weld it, aluminium brazing rod
and a patch??
First go visit a radiator repair shop, many autos
use aluminium. Also go visit a refrigeration and air conditioning place,
try and go in back door, I knew a guy who was god when it came to such a
repair.
If it looks like a repair that needs welding, I have a
Hobart TRT250 TIG welder, would give it a go. Best find out precise what
type of aluminium alloy and what is suggested welding rod to be used from
Roger. I would purge inside of radiator with argon to keep weld from
getting contaminated.
If youchoose the patch route, again first
suggestion is patch and aluminium braze, if you must use adhesive, a super
clean joint and patch and JB Weld (not the KWIK but red and black tube) 8
hour cure has aI think 550F TG. Make adhesive as thin as you can and
patch very thin.
Good Luck
Next post we want
to see "AWE", not "Aw"!
Ron Parigoris
Message 16
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| Subject: | Coolant Radiator - another thought |
Hi All,
I have been trolling through the internet searching for options regarding my
coolant radiator. I don't know if this is dumb idea or not, but a Bell
Intercooler core that has idential dimesions costs $158 plus the cost of the
end tanks. Actually it would seem that there may even be standard end tanks
with outlets on the top that might work. All that would be left is to have
a mounting bracket TIG welded on it.
Any thoughts or opinions ?
Message 17
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| Subject: | Europa Classic Exhaust systemEuropa Classic Exhaust |
systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
Just a quick note which may prevent a problem - we recently purchased an ex
haust from Europa that they managed to find for us but it wouldn't fit onto
a Tri-gear Classic as the angle and length of the tail pipe was wrong and
it fouled the nose leg - had to get it cut off and rewelded so, if you're g
oing to get CKT to copy one, might be an idea to be sure it fits a Tri Gear
.
Peter
----Original Message----
From: avgashead@btinternet.com
Subj: RE: Europa-List: Europa Classic Exhaust systemEuropa Classic Exhaust
systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
v\:* {behavior:url(#default#VML);}
o\:* {behavior:url(#default#VML);}
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st1\:*{behavior:url(#default#ieooui) }
Hi Roger,
This is already in hand. As ckt have never actually had a classic in their
workshop and have had to rely on modelling their systems on something suppl
ied to them, this is where problems have arisen.
Within the next couple of weeks we will be getting a local classic into the
CKT workshops and therefore ensuring that any subsequent systems will have
any small problems ironed out.
Systems will then be readily available from Roger at Europa to ensure futur
e availability,
Kind regards
Richard Scanlan
From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-serv
er@matronics.com] On Behalf Of Roger Mills
Sent: 10 June 2009 17:32
Subject: Re: Europa-List: Europa Classic Exhaust systemEuropa Classic Exhau
st systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
Richard / All UK Classic Owners,
Further to your response on 4/6/09 I totally agree that the Classic Exhaust
should be regarded as a consumable and have already had to replace four st
ainless exhaust stubs. It will only be a matter of time before the expansio
n chamber fails in some way =93 so there certainly is a future need.
Unfortunately the exhaust is an expensive item and not many people will wan
t to buy one =9Cjust in case=9D =93 it would be far bette
r if we could persuade CKT to resume production.
In this context, I contacted Roger Bull at the Factory. The good news is th
at, according to Roger, CKT are prepared to manufacture Classic exhaust aga
in and, presumably, keep it in stock, providing they can gain access to a c
lassic Europa to check the fit. I would volunteer for this but, unfortunate
ly CKT are in Devon.
Are any Europa Classic owners who live near Devon prepared to help CKT plea
se?
Best Regards
Roger Mills
Europa 141 http://www.matronics.com/Navigator?Europa-Listhttp://forums.mat
ronics.comhttp://www.matronics.com/contribution
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| Subject: | Europa Classic Exhaust systemEuropa Classic Exhaust |
systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
Hi Peter,
Understood that this was a problem, the classic 'donor' that we will be
using is a tri-gear. Despite the logistical problems, it is exactly for this
reason (and others) as to why it makes sense to get a classic into the
workshop to iron out any small problems that have occurred by CKT copying
systems that they were given in the past to pattern from.
We are hoping to get a date fairly soon that suits those concerned but it
may take a short while before they actually become available 'off the
shelf'.
Richard
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
peter.rees01@tiscali.co.uk
Sent: 10 June 2009 21:11
Subject: RE: Europa-List: Europa Classic Exhaust systemEuropa Classic
Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
Just a quick note which may prevent a problem - we recently purchased an
exhaust from Europa that they managed to find for us but it wouldn't fit
onto a Tri-gear Classic as the angle and length of the tail pipe was wrong
and it fouled the nose leg - had to get it cut off and rewelded so, if
you're going to get CKT to copy one, might be an idea to be sure it fits a
Tri Gear.
Peter
----Original Message----
From: avgashead@btinternet.com
Subj: RE: Europa-List: Europa Classic Exhaust systemEuropa Classic Exhaust
systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
-->Hi Roger,
This is already in hand. As ckt have never actually had a classic in their
workshop and have had to rely on modelling their systems on something
supplied to them, this is where problems have arisen.
Within the next couple of weeks we will be getting a local classic into the
CKT workshops and therefore ensuring that any subsequent systems will have
any small problems ironed out.
Systems will then be readily available from Roger at Europa to ensure future
availability,
Kind regards
Richard Scanlan
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Roger Mills
Sent: 10 June 2009 17:32
Subject: Re: Europa-List: Europa Classic Exhaust systemEuropa Classic
Exhaust systemEuropa Classic Exhaust systemEuropa Classic Exhaust system
Richard / All UK Classic Owners,
Further to your response on 4/6/09 I totally agree that the Classic Exhaust
should be regarded as a consumable and have already had to replace four
stainless exhaust stubs. It will only be a matter of time before the
expansion chamber fails in some way - so there certainly is a future need.
Unfortunately the exhaust is an expensive item and not many people will want
to buy one "just in case" - it would be far better if we could persuade CKT
to resume production.
In this context, I contacted Roger Bull at the Factory. The good news is
that, according to Roger, CKT are prepared to manufacture Classic exhaust
again and, presumably, keep it in stock, providing they can gain access to a
classic Europa to check the fit. I would volunteer for this but,
unfortunately CKT are in Devon.
Are any Europa Classic owners who live near Devon prepared to help CKT
please?
Best Regards
Roger Mills
Europa 141
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Message 19
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| Subject: | The Europa Club Membership Subs Reminder |
At 2009-06-10 17:41 +0000 Dari Sagar wrote:
>Can't remember if I pay this yearly to the club by direct debit.
>Please could youcheck your records and let me know if I'm in arreas
Dari - in Brian's absence (I hope he's enjoying himself on the
Scottish tour at present, and isn't encountering any thunderstorms
like the one I landed just ahead of this afternoon at EGBJ!) I will
step in here, as I had access to the latest data just recently for a
small bug fix.
You pay by Standing Order (the Club is not big enough to be allowed
to do Direct Debits) and your payment on 2009-04-01 covers you to
2010-03-31. Unless you do something to stop it, your payments and
your membership will continue as long as there is credit in the
account servicing the SO.
regards
Rowland
--
| Rowland Carson LAA #16532 http://home.clara.net/rowil/aviation/
| 1280 hours building Europa #435 G-ROWI e-mail <rowil@clara.net>
Message 20
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| Subject: | Re: Reduce speed in approach |
Michel AUVRAY wrote:
> Hello graham;
> How are you?
> My problem is the next.I live near Grenoble now, and the airfield in
> mountains are sometimes short and it is important to have a sufficient
> low speed for landing.
> To day the monowheel offert a compromise flaps position. In the three
> wheels the position flap is 29 to 30? I am interested to obtain the
> same no more.
> To day my flaps are in 25 position.
> My idea is to install a handle on the flap tube command into the
> tunnel and the handle pass through one slot on the top of the tunnel,
> with three positions in order:
Hallo Michel!
I am good thank you, I trust you are well. I wish that I lived near
Grenoble!
I think your idea would be OK. Remember that at these deflections the
flap is producing a lot of drag.
I recommend when you land at these lower speeds you leave some power on,
increased power will reduce stall speed but you will need to be very
careful especially in gusty weather. A strong gust can instantly stall
the airplane.
Graham
Message 21
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| Subject: | Re: Reduce speed in approach |
Hi Graham,
I seem to recall in conversations with Ivan or Andy or someone that the
original design criteria was for 30 degrees of flap deflection, but
ultimately all that could be achieved mechanically was 27 degrees.
Do you have any recollections of this, or is it just "hanger talk" that I
have remembered and got tangled up in my aging neurons ? Can you confirm or
dispel this?
I do know from my experiments of trying to get negative flap defection, I
could never extend the range of travel past 27 degrees, despite making
several FL21 horns. Just as an aside Bud has told me with the elliptical
lift distribution on the wing that negative flaps probably wouldn't buy me
much anyway.
Micheal once upon a time, way back when I owned a Cessna 150 that had 40
degrees of flap. I remember that I could really land it in a short
distance, but it used to drop out of the sky like a man hole cover, and if I
tried to do a go around I had t retract some flaps otherwise it wouldn't
climb. I can say that can replicate the same short landings in my Europa
but I have to really focus on the approach speed.
I do have a question though, I was wondering way you are unable to achieve
27 degrees of flap deflection.
BTW, I can confirm that keeping a little power on helps with the airflow
over the stabilizer and you can slow the aircraft down a little more,
however you don't want to get too far behind the power curve that your
engine / propeller combination won't pull you back if you need to power up
and go around. I have a 914 / Airmaster and I find that anything below 55
knots gets little tricky. I'd suggest you try experimenting at altitude to
get a feel of what its like.
As they say, "your mileage may vary", take it easy and fly safe.
Cheers, Paul
On Wed, Jun 10, 2009 at 6:07 PM, Graham Singleton <
grahamsingleton@btinternet.com> wrote:
> I am good thank you, I trust you are well. I wish that I lived near
> Grenoble!
> I think your idea would be OK. Remember that at these deflections the flap
> is producing a lot of drag.
> I recommend when you land at these lower speeds you leave some power on,
> increased power will reduce stall speed but you will need to be very careful
> especially in gusty weather. A strong gust can instantly stall the airplane.
> Graham
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