Today's Message Index:
----------------------
1. 01:53 AM - LAA Rally (Steven Pitt)
2. 02:16 AM - Re: LAA Rally (David Joyce)
3. 02:24 AM - Re: 914 Prop Question (GRAHAM SINGLETON)
4. 02:31 AM - Re: Mod 71 - Nose gear leg bungee, replacement with springs (G-IANI)
5. 02:44 AM - Re: LAA Rally (PHILLIPS I)
6. 02:52 AM - Re: LAA Rally (goff)
7. 03:23 AM - Re: LAA Rally (David Joyce)
8. 03:23 AM - Re: Fuel Filler Neck (GRAHAM SINGLETON)
9. 03:25 AM - Re: LAA Rally (rayfitton@virginmedia.com)
10. 05:01 AM - Outrigger Gap (mau11)
11. 06:12 AM - Re: Mod 71 - Nose gear leg bungee, replacement with springs (jimpuglise@comcast.net)
12. 06:47 AM - Re: LAA Rally (Mike Gamble)
13. 07:36 AM - Re: LAA Rally (Bob Harrison)
14. 08:07 AM - Re: Outrigger Gap (Kevin Klinefelter)
15. 08:08 AM - Outriggers lenght (mau11)
16. 08:51 AM - Re: Re: Outrigger Gap (mau11)
17. 08:51 AM - Re: 914 Prop Question One more thought (Bud Yerly)
18. 09:10 AM - Tufnol bearings clearances (Andrew Sarangan)
19. 09:20 AM - Re: Outriggers lenght (Bud Yerly)
20. 09:29 AM - Re: Tailwheel angle stop & weighing (Bud Yerly)
21. 09:37 AM - Re: Mod 71 - Nose gear leg bungee, replacement with springs (Rob Housman)
22. 09:48 AM - Re: LAA Rally (John Heykoop)
23. 10:30 AM - 914 Prop Question (Erich Trombley)
24. 10:55 AM - Re: LAA Rally (Steven Pitt)
25. 10:59 AM - Re: 914 Prop Question One more thought (David Joyce)
26. 12:20 PM - Re: LAA Rally (Bob Hitchcock)
27. 01:28 PM - Re: Mod 71 - Nose gear leg bungee, replacement with springs (Robert Borger)
28. 01:51 PM - Re: Mod 71 - Nose gear leg bungee, replacement with springs (G-IANI)
29. 03:47 PM - Re: Tufnol bearings clearances (GRAHAM SINGLETON)
30. 03:54 PM - Re: Mod 71 - Nose gear leg bungee, replacement with springs (Bud Yerly)
Message 1
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On behalf of the Europa Club we would like to get an idea of how many
Europas will attend this weekends LAA Rally (2nd to 4th September). We
may be able to arrange a dedicated Europa 'line' for parking. Could you
please let me know if you plan to attend with your name, registration
and day(s) of attendance.
Don't forget that Swift/Europa Group and members of the Club committee
will be in attendance and will be pleased to see you over the weekend -
refreshments should be available.
Thanks
Steve Pitt
Chairman, Europa Club
Message 2
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Steve, G-XSDJ on Sunday only (apologies for the committee meeting) David
Joyce
----- Original Message -----
From: "Steven Pitt" <steven.pitt2@ntlworld.com>
Sent: Sunday, August 28, 2011 9:50 AM
Subject: Europa-List: LAA Rally
On behalf of the Europa Club we would like to get an idea of how many
Europas will attend this weekends LAA Rally (2nd to 4th September). We may
be able to arrange a dedicated Europa 'line' for parking. Could you please
let me know if you plan to attend with your name, registration and day(s) of
attendance.
Don't forget that Swift/Europa Group and members of the Club committee will
be in attendance and will be pleased to see you over the weekend -
refreshments should be available.
Thanks
Steve Pitt
Chairman, Europa Club
Message 3
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| Subject: | Re: 914 Prop Question |
Fred,=0Aapologies, I've done it again! I meant flying left hand seat cargo
aircraft as =0Aopposed to carrying passengers.=0AGraham=0A=0A=0A=0A=0A=0A__
______________________________=0AFrom: Fred Klein <fklein@orcasonline.com>
=0ATo: europa-list@matronics.com=0ASent: Sunday, 28 August, 2011 5:00:56=0A
Subject: Re: Europa-List: 914 Prop Question=0A=0A=0A=0AOn Aug 27, 2011, at
3:33 PM, GRAHAM SINGLETON wrote:=0A=0AI hear that flying transport is a mor
e civilsed way to earn a living.=0A=0AGraham...translation needed for (some
of) the Yanks...What indeed is "flying =0Atransport"?=0A=0AWould that be t
he art of "transporting"?...Is this related to "trainspotting"?=0A=0AFred
=============== =0A
Message 4
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| Subject: | Mod 71 - Nose gear leg bungee, replacement with springs |
Rob
I have attached a copy of Mod 71 issue 3 for information.
The radius of the upper hook should be 38mm to fit the frame tube ( the
lower is 32mm).
I am not aware of any batch of springs which have been out of tolerance. If
yours are please let Europa know.
Ian Rickard G-IANI XS Trigear, 300hours
Europa Club Mods Specialist
e-mail g-iani@ntlworld.com
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rob Housman
Sent: 27 August 2011 21:24
Subject: Europa-List: Mod 71 - Nose gear leg bungee, replacement with
springs
I've encountered another one of those "minor" problems I have come to accept
as normal with the factory's step child, the Tri-Gear.
The diameter of the Landing Gear Frame is 1.55 inch (39.4 mm) and the
opening in the spring that must hook onto it is 1.35 inch (34.3 mm). This
seems to allow for either of two solutions, neither one particularly
elegant. 1) use brute force to deform the hook in the spring, 2) cut off
some of the end of the hook.
Comments and suggestions from those who have perhaps already dealt with
this, or anyone else for that matter, would be greatly appreciated.
Best regards,
Rob Housman
Irvine, California
Europa XS
Rotax 914
S/N A070
Airframe complete
Avionics soon
Message 5
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Hi Steve
G-IVER i plan on being there for the three days.
Ivor Phillips
On 28 August 2011 10:14, David Joyce <davidjoyce@doctors.org.uk> wrote:
> davidjoyce@doctors.org.uk>
>
> Steve, G-XSDJ on Sunday only (apologies for the committee meeting) David
> Joyce
> ----- Original Message ----- From: "Steven Pitt" <
> steven.pitt2@ntlworld.com>
> To: <europa-list@matronics.com>
> Sent: Sunday, August 28, 2011 9:50 AM
> Subject: Europa-List: LAA Rally
>
>
> On behalf of the Europa Club we would like to get an idea of how many
> Europas will attend this weekends LAA Rally (2nd to 4th September). We may
> be able to arrange a dedicated Europa 'line' for parking. Could you please
> let me know if you plan to attend with your name, registration and day(s) of
> attendance.
> Don't forget that Swift/Europa Group and members of the Club committee will
> be in attendance and will be pleased to see you over the weekend -
> refreshments should be available.
> Thanks
> Steve Pitt
> Chairman, Europa Club
>
>
Message 6
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Steve,
Peter Field and I will be arriving at 11:04 on the Friday in G-CHOX.
Possibility that I may come back on the Sunday.
Goff
Goff Moore
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=350835#350835
Message 7
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Steven
I hope to be there early Friday morn GBXGG
Rgds
David Joyce
Sent from the iPad of David Joyce
www.eastmidsspas.com
On 28 Aug 2011, at 13:50, "Steven Pitt" <steven.pitt2@ntlworld.com> wrote:
> On behalf of the Europa Club we would like to get an idea of how many Euro
pas will attend this weekends LAA Rally (2nd to 4th September). We may be ab
le to arrange a dedicated Europa 'line' for parking. Could you please let me
know if you plan to attend with your name, registration and day(s) of atten
dance.
> Don't forget that Swift/Europa Group and members of the Club committee wil
l be in attendance and will be pleased to see you over the weekend - refresh
ments should be available.
> Thanks
> Steve Pitt
> Chairman, Europa Club
>
>
==========================
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>
Message 8
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| Subject: | Re: Fuel Filler Neck |
The leakage problem is caused by protruding polyethylene moulding flash lin
es, =0Aunless the clips are extremely tight the rubber doesn't conform to t
he irregular =0Ashape and you get a slight leak.=0AThe tank and the filler
neck, "cobra?" are polyethylene, not fibreglass.=0AGraham=0A=0A=0A=0A=0A=0A
________________________________=0AFrom: Gavin and Anne Lee <gavanne@iconz.
co.nz>=0ATo: europa-list@matronics.com=0ASent: Sunday, 28 August, 2011 3:14
:17=0ASubject: RE: Europa-List: Fuel Filler Neck=0A=0A=0AHad the same probl
em, you need to seal the connections between the metal and the =0Arubber, b
est way to do this is with redux (or what ever they call it nowdays) =0Ami
x some up and smear it inside the rubber connecting pieces and then reassem
ble =0Aand tighten the hose clamps, haven=99t had a problem since=0A
=0AGavin Lee ##355 ZK-EPA=0A =0A =0A =0AFrom:owner-europa-list-ser
ver@matronics.com =0A[mailto:owner-europa-list-server@matronics.com] On Beh
alf Of =0Ajimpuglise@comcast.net=0ASent: Sunday, 28 August 2011 9:15 a.m.
=0ATo: Europa List=0ASubject: Europa-List: Fuel Filler Neck=0A =0AI went ou
t to calibrate my Princeton Capacitance meter today and the first step =0Ai
s to fill the tank. I Have the metal tube between the filler neck and the
tank =0Awith a black rubber coupling on each end, between the metal and the
glass filler =0Aneck, and the metal and the glass tank. I found that gas
leaked a little on =0Aboth ends of the metal tube. When I used a paper tow
el to clean the gas off, it =0Ahad a big, black streak on it from the rubbe
r coupling tube. More gas, more =0Ablack. The tube looks like radiator ho
se, but I am sure it came with the kit. =0AIf avgas is causing it to break
down, am I using the proper material on both =0Aends? If not, what should
be used?=0A=0AJim Puglise=0AA283 -- Close to flying =0A =0A =0Ahttp:/
/www.matronics.com/Navigator?Europa-List=0A< - MATRONICS WEB
FORUMS Same great content also available via the =0AWeb Forums!=0Ahttp://fo
rums.matronics.com=0A< - List Contribution Web Site -=0Ahttp://ww
=0A
Message 9
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V2h5IG5vdCBsb29rIGF0IFN0d2VsbCB3ZWJwYWdlICxhbGwgYm9va2VkIGFpcmNyYWZ0IGFyZSBs
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Message 10
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X-mailer: Foxmail 6, 15, 201, 26 [cn]
SGVsbG8gYWxsLA0KSSByZXBsYWNlIG15IG1haW4gd2hlZWwsIG9sZCB0aXJlIGJ5IEFpciB0cmFj
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CkJ1aWxkZXIgTrAxNDUgbW9ub3doZWVsIC0gNDAwIGhvdXJzIGZsaWdodA0K
Message 11
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| Subject: | Re: Mod 71 - Nose gear leg bungee, replacement with springs |
Message 12
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Steve, I hope to be there Friday am for the day only.
Mike
G-CFMP
Message 13
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Hi! Steve
I expect to be there Friday only at 0834 local ! I like my eggs sunny
side up and the bacon crispy !
Regards
Bob H .....G-PTAG
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of David Joyce
Sent: 28 August 2011 11:21
Subject: Re: Europa-List: LAA Rally
Steven
I hope to be there early Friday morn GBXGG
Rgds
David Joyce
Sent from the iPad of David Joyce
www.eastmidsspas.com
On 28 Aug 2011, at 13:50, "Steven Pitt" <steven.pitt2@ntlworld.com>
wrote:
On behalf of the Europa Club we would like to get an idea of how many
Europas will attend this weekends LAA Rally (2nd to 4th September). We
may be able to arrange a dedicated Europa 'line' for parking. Could you
please let me know if you plan to attend with your name, registration
and day(s) of attendance.
Don't forget that Swift/Europa Group and members of the Club committee
will be in attendance and will be pleased to see you over the weekend -
refreshments should be available.
Thanks
Steve Pitt
Chairman, Europa Club
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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Message 14
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| Subject: | Re: Outrigger Gap |
Michel,
The "normal" gap is mostly a matter of personal preference I think. I
had the length of the outriggers set so both outriggers just touch
with the aircraft fully loaded. I just replaced my Air trac 700x6 (320
hrs,some checking in the sidewall) with the same new tire and it sits
a wee bit higher now. I also replaced the tailwheel.
I'm not sure that there is a factory specification for the example
drawing you attached?
This will change as your rubber shock block gets older, too, as well
as tire pressure.
Kevin
On 8/28/11, mau11 <mau11@free.fr> wrote:
> Hello all,
> I replace my main wheel, old tire by Air trac 800x6, now the diameter of the
> wheel is bigger and it is necessary to replace the OR2 outrigger leg because
> the gap between ground and outrigger wheels is too big.
>
> What is the normal gap between the ground and the outrigger wheel? I don't
> read this information on the builder manual.
>
> See the drawing included
>
> Thanks
> Michel AUVRAY
> Builder N145 monowheel - 400 hours flight
>
Message 15
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| Subject: | Outriggers lenght |
X-mailer: Foxmail 6, 15, 201, 26 [cn]
IA0KSGVsbG8gYWxsLA0KSSByZXBsYWNlIG15IG1haW4gd2hlZWwsIG9sZCB0aXJlIGJ5IEFpciB0
cmFjIDgwMHg2LCBub3cgdGhlIGRpYW1ldGVyIG9mIHRoZSB3aGVlbCBpcyBiaWdnZXIgYW5kIGl0
IGlzIG5lY2Vzc2FyeSB0byByZXBsYWNlIHRoZSBPUjIgb3V0cmlnZ2VyIGxlZyBiZWNhdXNlIHRo
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QVkNCkJ1aWxkZXIgTrAxNDUgbW9ub3doZWVsIC0gNDAwIGhvdXJzIGZsaWdodA0K
Message 16
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| Subject: | Re: Outrigger Gap |
X-mailer: Foxmail 6, 15, 201, 26 [cn]
VGhhbmtzIEtldmluLA0KWWVzIGkgaW50ZWdyYXRlIGFsbCBvZiB0aGVzZSBwYXJhbWV0ZXJzLCB3
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NDUNCg=
Message 17
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| Subject: | Re: 914 Prop Question One more thought |
Tony,
One more thought on matching the 914 with a fixed propeller.
All advice given by our learned companions is true. I thought I'd throw
a couple of numbers I have seen for your decision process.
In accomplishing the initial flight test of the LSA version of the
Europa, I flew 12AY with two fixed pitch props attached to my 914
Trigear with Classic Wings and XS Fuselage mods...
Keep in mind propeller theory is a bit of a zen art as each airframe,
engine, turbo system, fuel injected vs carburated, etc. greatly affect
the performance as does the blade width, length, twist taper and
flexibility. Many times you are comparing apples and oranges. This
prop with this engine works great to one guy and is disgusting to
another. The prop twist and taper of one custom fixed pitch prop on a
trigear is no problem, and in the event of a ground loop in a mono, a
very costly mishap. In selecting a prop, the strength of a prop should
never be compromised and its ability to absorb abrasion from rain, grass
and dirt must be considered in the choices as well as cost and insurance
coverage for a prop strike. As all things in an airplane, compromises
must be made..
I have tested 64 inch Sensenich ground adjustable two blade and the Warp
Drive 64 inch three blade ground adjustable propellers.
Both were adjusted to work by minute pitch adjustments. I tweaked until
the whole engine/prop combination could be repeatable, dependable, and
acceptable to my standards. These standards are: it can't allow the
engine to overheat (ground or air), or over speed, or over boost in any
normal operation, give a minimum climb of 700 FPM fully loaded at 75
KIAS at full power, cruise at least 120 KIAS at sea level, and climb at
max continuous to 10,000 feet (7500 minimum) in 20 minutes or about 500
FPM average.
For testing here at my shop it have found the following:
Set the pitch so as to get 5200 RPM static at 40 inches of Manifold
Pressure (38 if you have the older 914). This drops your power
available from 115 HP to about 100 HP. This is a recommendation by
Rotax and prevents over boosting and eventual damage. It also is a good
all round start for a pitch setting. For the newer 914 engine, that is
about 21 degrees (20.5 for the old 914) prop pitch at the tip of the
Warp Drive.
Takeoff allows the prop to unload while accelerating to about 5500 RPM
while at 38 inches and gets you away from the ground quickly at 75 KIAS.
Once airborne and above 1000 MSL in a 75 KIAS Climb, begin pulling the
throttle back to 100% (out of turbo), the RPM drops disgustingly to
about 5000 at 34 inches MP. This greatly reduces the climb, read as
dropping the nose a lot. However if the climb speed is increased to 90
KIAS the RPM comes up to about 5300, the MP pressure stays close to the
mid 30s and the rate of climb is tolerable and the transition from the
75 to 90 with throttle retard seem natural.
Climb to 7500 MSL is reasonable at approximately 700 fpm with one on
board and a bit labored at 500 average loaded.
Cruise at 5500 MSL tops at about 122 KTAS at 5000 RPM and 31 inches.
Max at 5500 RPM and about 35 inches only goes up to about 127.
I am working from memory here on Sunday morning so the numbers are ish.
I have found with a basic Airmaster AP 332, climb after takeoff is about
1400 FPM, Climb at max continuous starts at 1000 FPM and drops to 4-500
FPM at 10000 MSL. Climbs above 10,000 with the Airmaster start to drop
off using the narrow chord Warp Drive blades. Cruise is up from 120 ish
to 135 ish at 7500 MSL. Airmaster has now completed and is selling a
reverse or Beta with the AP332 for sea planes. Much was done to keep
this mod safe and full proof. So for you guys that must have
everything, (sea or ski operations), beta is now available. Use with
much care.
My experience has shown me that the 914 needs a constant speed prop with
automatic adjustment (rather than variable pitch) to be properly used
and give the full potential of the engine. The constant speed prop eases
cockpit workload in high cockpit task operations (takeoff and land),
provide a safety margin to prevent over speed, or over boost
possibilities in go around or spirited flight situations, improves
cruise speed and fuel mileage, and reduces the thrust for short field
operations when coming into a short field fully loaded.
That said, based on the repair rates of new low time mono pilots and
propeller tip damage I have experienced as an Airmaster dealer, a fixed
pitch prop used during the initial flight test and learning phase is not
a bad decision. It saves initial cost to the mono guys until they are
comfortable with the landing characteristics, techniques, etc. It also
gives a spare prop for the eventual tip strike or other maintenance
action after upgrading to a constant speed. Use care for the CG shift
and engine/gearbox/oil system changes during a prop swap.
My further testing of the Airmaster two and three blade has been cut
short by LSA testing and damage from Sun n Fun taking forever to fix
with the backlog of customers in my shop and the painters (customers
come first). My apologies to all, but circumstances have delayed any
further fixed pitch testing.... Jabiru engine testing with various
propellers has been curtailed also, until we can get the Jabiru 3300 in
an airplane that will stay cool enough throughout the performance
envelope to allow a full test profile.
Regards to All,
Bud Yerly
Europa Tech Support
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: Tony Renshaw<mailto:tonyrenshaw268@gmail.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, August 27, 2011 10:50 PM
Subject: Re: Europa-List: 914 Prop Question,,,,,,,,Thanks for the
responses
<tonyrenshaw268@gmail.com<mailto:tonyrenshaw268@gmail.com>>
Thanks to all that replied regarding the negatives of a Fixed Pitch
prop on a 914. It was more a revision of knowledge than a serious
desire, but Bob Catto is a very impressive fellow and it got me
thinking. As for better abilities in gliding and stopping re pitch
settings and other good advice, I am now the wiser.
Reg
Tony Renshaw
On 28/08/2011, at 7:12 AM, David Joyce wrote:
<davidjoyce@doctors.org.uk<mailto:davidjoyce@doctors.org.uk>>
>
> Tony, One benefit of a VP prop that I don't believe has been
mentioned but which reference to ground looping brings to mind is that
in fine pitch the slowing down effect of the idling prop is very
noticeably greater than in coarse pitch. If you are trying to glide
somewhere and the prop pitch change system still works, fine pitch is a
great asset whereas to stop in a short distance you definitely want it
in fine. On T/Off fine pitch also takes you very quickl;y through the
dodgy steering phase if you have a mono. Clearly a fixed pitch prop is
going to miss out somewhat on both counts. So I guess you are less
likely to lose control on the ground and end up ground looping if you
have a VP/CS prop.
> Incidentally have you looked at the list of flying planes
on the Europa Club website where engines & props are listed for pretty
much every flying Europa?
> Regards, David Joyce, G-XSDJ
>
>
>
>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 18
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| Subject: | Tufnol bearings clearances |
Looking through the email archives, the alignment of the front and
rear tufnol bearings/bushings with the aileron torque tube appears to
be a critical step in preventing control stiffness.
There are no specific guidelines about this on the manual. I am mostly
concerned about thermal expansion since the cockpit can see 70C
difference from summer to winter. The torque tube is about 24" long
and looks like zinc plated steel. For 70C, the thermal expansion will
be about 22 mils. So I am thinking I need to insert 12mil shims on
either side of the tufnol bearing before bonding the fork and the
bushing, and then removing it after cure.
Then there is also the question of tufnol expansion due to moisture.
There is a chart on tufnol.com on how much tolerance should be allowed
for water absorption. This is for prolonged immersion so it can be
considered a worst case scenario. For the 1/2" bearing, this
translates to about 0.8mm, or about 32mils.
So putting both factors together, I am thinking of inserting 25mil
shims on both side of the tufnol, for a total of 50mil play. Does this
sound right?
All of this could turn out to be a moot point if the flex in the
cockpit module is a greater factor.
Comments are welcome.
Message 19
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| Subject: | Re: Outriggers lenght |
Michel,
The manual states between 310-312 mm is the length from metal to metal
Page 9M-12, but.....
Kevin and others have trimmed theirs based on many factors...
No two airplanes are the same empty weight and vary their tires from 7-8
inch so distances vary.
I have no comment from the factory but I have seen empty on a new build
with 7 inch tire 1/2 inch to 1 inch.
I personally set up Joe Like's to full of fuel at 0 inch.
Jim Brown's is just clear of touching at full fuel no passengers.
Others who are competent glider pilots prefer them short to prevent them
from digging in.
Others use them as training wheels to prevent rocking and they flex
quite a bit.
Keep the stick back,
Bud Yerly
Europa Tech Advisor
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: mau11<mailto:mau11@free.fr>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Sunday, August 28, 2011 11:05 AM
Subject: Europa-List: Outriggers lenght
Hello all,
I replace my main wheel, old tire by Air trac 800x6, now the diameter
of the wheel is bigger and it is necessary to replace the OR2 outrigger
leg because the gap between ground and outrigger wheels is too big.
What is the normal gap between the ground and the outrigger wheel? I
don't read this information on the builder manual.
See the drawing included
Thanks
Michel AUVRAY
Builder N=B0145 monowheel - 400 hours flight
Message 20
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| Subject: | Re: Tailwheel angle stop & weighing |
Graeme,
You are on the ideal weight and cg at 60 inches. Enjoy.
I install the pins, but do prefer Graham's mod. The pin will hold up in
normal operation, but those who insist on pulling the aircraft backwards
without a trolley, tend to snap them.
I will check if the mod V block alone is available. It works great,
it's simple and rugged. It is not that hard to make from 1/2 inch
aluminum and a metal cutting band saw and drill press.
Bud Yerly
Europa Tech Advisor
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: graeme bird<mailto:graeme@gdbmk.co.uk>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, August 27, 2011 4:16 AM
Subject: Europa-List: Tailwheel angle stop & weighing
<graeme@gdbmk.co.uk<mailto:graeme@gdbmk.co.uk>>
I am just at final inspection stage but I am not impressed with the
small pin as the limit stop having already snapped it off once while
moving it around. I have seen a better way that looks to be part of the
rod/rudder (graham singleton) mod. I dont want to redo all the inside
rudder, but could I just use the limit bit does anyone know, and is it
through Europa?
Had the plane weighed, by that nice Roy Sears (inexpensive compared to
PlaneWeights) measured 369.5 kg 814.6lb but I dont know if thats normal
or what also cofg 1.534m 60.2"
--------
Graeme Bird
G-UMPY
Mono Classic/XS FWFD 912ULS/Warp drive FP
Build nearing completion
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=350718#350718<http://forums
.matronics.com/viewtopic.php?p=350718#350718>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 21
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| Subject: | Mod 71 - Nose gear leg bungee, replacement with springs |
Thanks Ian.
The plot thickens. I am working from the May 2006 version of the Mod 71
document - THE ONE CURRENTLY AVAILABLE ON THE EUROPA WEB SITE. Just curious
since you have already provided it, but other than getting the 2011 version
from you, where would I have found it? I hope that this has nothing to do
with that little disagreement we had with George III.
The dimensions in the latest version match the Landing Gear Frame I have
installed although the current LGF is of a significantly different design.
And now I know that /U+220538 (Fig. 6, May 2006) means 38 mm. My very
slightly larger diameter (39.4 mm) is probably all explained by the powder
coat applied by the factory which is apparently no longer done. I'll make
things go together per Jeff B's suggestion, implemented in my case with a
Dremel and an abrasive cut-off blade.
I'll advise the folks in Kirkbymoorside about the opening in my springs.
Best regards,
Rob Housman
Irvine, California
Europa XS
Rotax 914
S/N A070
Airframe complete
Avionics soon
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of G-IANI
Sent: Sunday, August 28, 2011 2:29 AM
Subject: RE: Europa-List: Mod 71 - Nose gear leg bungee, replacement with
springs
Rob
I have attached a copy of Mod 71 issue 3 for information.
The radius of the upper hook should be 38mm to fit the frame tube ( the
lower is 32mm).
I am not aware of any batch of springs which have been out of tolerance. If
yours are please let Europa know.
Ian Rickard G-IANI XS Trigear, 300hours
Europa Club Mods Specialist
e-mail g-iani@ntlworld.com
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rob Housman
Sent: 27 August 2011 21:24
Subject: Europa-List: Mod 71 - Nose gear leg bungee, replacement with
springs
I've encountered another one of those "minor" problems I have come to accept
as normal with the factory's step child, the Tri-Gear.
The diameter of the Landing Gear Frame is 1.55 inch (39.4 mm) and the
opening in the spring that must hook onto it is 1.35 inch (34.3 mm). This
seems to allow for either of two solutions, neither one particularly
elegant. 1) use brute force to deform the hook in the spring, 2) cut off
some of the end of the hook.
Comments and suggestions from those who have perhaps already dealt with
this, or anyone else for that matter, would be greatly appreciated.
Best regards,
Rob Housman
Irvine, California
Europa XS
Rotax 914
S/N A070
Airframe complete
Avionics soon
Message 22
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Hi Steve
I am planning to be there Saturday, returning to Goodwood late afternoon.
Regards
John Heykoop
G-JHKP
On 28 Aug 2011, at 09:50, "Steven Pitt" <steven.pitt2@ntlworld.com> wrote:
> On behalf of the Europa Club we would like to get an idea of how many Euro
pas will attend this weekends LAA Rally (2nd to 4th September). We may be ab
le to arrange a dedicated Europa 'line' for parking. Could you please let me
know if you plan to attend with your name, registration and day(s) of atten
dance.
> Don't forget that Swift/Europa Group and members of the Club committee wil
l be in attendance and will be pleased to see you over the weekend - refresh
ments should be available.
> Thanks
> Steve Pitt
> Chairman, Europa Club
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 23
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| Subject: | 914 Prop Question |
Tony, Regarding flying behind a fixed pitch prop and a 914, I did just t
hat for a couple of years. As others have mentioned their are a number
of benefits to an in-flight adjustable or constant speed prop. Given t
hat I live in the desert southwest (Las Vegas, NV) I purchased the 914 f
or the express purpose of flying high and I must say I was in fact able
to do just that with fixed pitch prop, however, at much slower speeds an
d poorer fuel economy than with the NSI prop I currently have. As you
climb you will find that one has to continuously throttle back to avoid
over-speeding the engine. The higher you go the less power you are able
to transfer to the prop and the less efficient it becomes; resulting in
a double hit in performance. Installing the NSI was the single biggest
performance improvement I have made to the plane, and it is by no means
an ideal prop. I would never consider going back to a fixed pitch prop
. Just my two cents. Here is a snap shot of a leg from my return trip fr
om Oshkosh: 163 KTAS, 124 KIAS , 5 gal/hr fuel flow, 5,000 rpm, 27.7 in
MP, 14,300 Pressure Alt, 5 deg C OAT, (16,384 density alt). BTW, this w
as the longest leg I have ever flown in the Europa: 5.3 hrs, 745 nautica
l miles, 150 KTS ground speed in cruise, 27.3 gallons. If my math is cor
rect the above works out to 35 statute miles/gal with a ground speed of
173 M.P.H. Not too shabby for a headwind. My ground speed was even more
impressive on the way out OSH. With a tail wind it was over 210 M.P.H
at times burning the same 5 gal/hr. I will take that over driving a c
ar any day! Kind regards, Erich TrombleyN28ET Classic Mono 914
____________________________________________________________
Free Quiznos Coupons
Celebrate our 30th with Savings. Print Four Great Offers Now!
http://thirdpartyoffers.juno.com/TGL3131/4e5a7a8958369937330st04vuc
Message 24
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Thanks Ray,
I did try to find this before sending the email but obviously was not
looking in the right place.
Steve
----- Original Message -----
From: rayfitton@virginmedia.com
To: europa-list@matronics.com
Sent: Sunday, August 28, 2011 11:23 AM
Subject: Re: Europa-List: LAA Rally
Why not look at Stwell webpage ,all booked aircraft are listed
See you there
Ray
-------------------------------------------------------------------------
-----
From: "Steven Pitt" <steven.pitt2@ntlworld.com>
Sender: owner-europa-list-server@matronics.com
Date: Sun, 28 Aug 2011 09:50:10 +0100
To: <europa-list@matronics.com>
ReplyTo: europa-list@matronics.com
Subject: Europa-List: LAA Rally
On behalf of the Europa Club we would = like to get an idea of
how many Europas will attend this weekends LAA Rally (2nd to =
4th September). We may be able to arrange a dedicated Europa 'line'
for = parking. Could you please let me know if you plan to attend
with your name, = registration and day(s) of attendance.
Don't forget that Swift/Europa Group = and members of the Club
committee will be in attendance and will be pleased to see you = over
the weekend - refreshments should be available.
Thanks
Steve Pitt
Chairman, Europa = Club
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
=B7~=89=B2,=03g'=D3=D3
Message 25
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| Subject: | Re: 914 Prop Question One more thought |
Tony, To compare with the figures Bud has produced so meticulously for fixed
pitch props, you may like to compare those I have found with my XS/mono/914
/Woodcomp CS SR 3000 high twist prop and the low twist SR2000 pro at 90 %
Max AUW loading:
Ground run - Not accurately measured but around 100 metres
Climb from1000 to 2000ft: SR3000 40 secs(= 1500fpm) SR2000 42 secs Top True
airspeed with100% power
at 2000ft SR3000 156 kts SR2000 152 kts
at 6500ft SR3000164kts SR2000 160kts
The warp drive blade is low twist and I would guess on a CS hub it would
give equivalent figures nearer the SR20000 than the SR3000, but even so you
will see that climb rate and top speed are dramatically better than with a
fixed pitch prop. One other point about the high twist prop is that it
produced dramatically better cooling than the SR2000, effectively curing
what had always been an issue with my plane ( this is what you would expect
theoretically as with low twist blades the inner 1/3 or so of the blade
effectively operates in Beta mode at cruise speeds, effectively diverting
air from the Europa air inlets!)
Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Bud Yerly" <budyerly@msn.com>
Sent: Sunday, August 28, 2011 4:48 PM
Subject: Re: Europa-List: 914 Prop Question One more thought
Tony,
One more thought on matching the 914 with a fixed propeller.
All advice given by our learned companions is true. I thought I'd throw a
couple of numbers I have seen for your decision process.
In accomplishing the initial flight test of the LSA version of the Europa, I
flew 12AY with two fixed pitch props attached to my 914 Trigear with Classic
Wings and XS Fuselage mods...
Keep in mind propeller theory is a bit of a zen art as each airframe,
engine, turbo system, fuel injected vs carburated, etc. greatly affect the
performance as does the blade width, length, twist taper and flexibility.
Many times you are comparing apples and oranges. This prop with this engine
works great to one guy and is disgusting to another. The prop twist and
taper of one custom fixed pitch prop on a trigear is no problem, and in the
event of a ground loop in a mono, a very costly mishap. In selecting a
prop, the strength of a prop should never be compromised and its ability to
absorb abrasion from rain, grass and dirt must be considered in the choices
as well as cost and insurance coverage for a prop strike. As all things in
an airplane, compromises must be made..
I have tested 64 inch Sensenich ground adjustable two blade and the Warp
Drive 64 inch three blade ground adjustable propellers.
Both were adjusted to work by minute pitch adjustments. I tweaked until the
whole engine/prop combination could be repeatable, dependable, and
acceptable to my standards. These standards are: it can't allow the engine
to overheat (ground or air), or over speed, or over boost in any normal
operation, give a minimum climb of 700 FPM fully loaded at 75 KIAS at full
power, cruise at least 120 KIAS at sea level, and climb at max continuous to
10,000 feet (7500 minimum) in 20 minutes or about 500 FPM average.
For testing here at my shop it have found the following:
Set the pitch so as to get 5200 RPM static at 40 inches of Manifold Pressure
(38 if you have the older 914). This drops your power available from 115 HP
to about 100 HP. This is a recommendation by Rotax and prevents over
boosting and eventual damage. It also is a good all round start for a pitch
setting. For the newer 914 engine, that is about 21 degrees (20.5 for the
old 914) prop pitch at the tip of the Warp Drive.
Takeoff allows the prop to unload while accelerating to about 5500 RPM while
at 38 inches and gets you away from the ground quickly at 75 KIAS.
Once airborne and above 1000 MSL in a 75 KIAS Climb, begin pulling the
throttle back to 100% (out of turbo), the RPM drops disgustingly to about
5000 at 34 inches MP. This greatly reduces the climb, read as dropping the
nose a lot. However if the climb speed is increased to 90 KIAS the RPM
comes up to about 5300, the MP pressure stays close to the mid 30s and the
rate of climb is tolerable and the transition from the 75 to 90 with
throttle retard seem natural.
Climb to 7500 MSL is reasonable at approximately 700 fpm with one on board
and a bit labored at 500 average loaded.
Cruise at 5500 MSL tops at about 122 KTAS at 5000 RPM and 31 inches. Max at
5500 RPM and about 35 inches only goes up to about 127.
I am working from memory here on Sunday morning so the numbers are ish.
I have found with a basic Airmaster AP 332, climb after takeoff is about
1400 FPM, Climb at max continuous starts at 1000 FPM and drops to 4-500 FPM
at 10000 MSL. Climbs above 10,000 with the Airmaster start to drop off
using the narrow chord Warp Drive blades. Cruise is up from 120 ish to 135
ish at 7500 MSL. Airmaster has now completed and is selling a reverse or
Beta with the AP332 for sea planes. Much was done to keep this mod safe and
full proof. So for you guys that must have everything, (sea or ski
operations), beta is now available. Use with much care.
My experience has shown me that the 914 needs a constant speed prop with
automatic adjustment (rather than variable pitch) to be properly used and
give the full potential of the engine. The constant speed prop eases cockpit
workload in high cockpit task operations (takeoff and land), provide a
safety margin to prevent over speed, or over boost possibilities in go
around or spirited flight situations, improves cruise speed and fuel
mileage, and reduces the thrust for short field operations when coming into
a short field fully loaded.
That said, based on the repair rates of new low time mono pilots and
propeller tip damage I have experienced as an Airmaster dealer, a fixed
pitch prop used during the initial flight test and learning phase is not a
bad decision. It saves initial cost to the mono guys until they are
comfortable with the landing characteristics, techniques, etc. It also
gives a spare prop for the eventual tip strike or other maintenance action
after upgrading to a constant speed. Use care for the CG shift and
engine/gearbox/oil system changes during a prop swap.
My further testing of the Airmaster two and three blade has been cut short
by LSA testing and damage from Sun n Fun taking forever to fix with the
backlog of customers in my shop and the painters (customers come first). My
apologies to all, but circumstances have delayed any further fixed pitch
testing.... Jabiru engine testing with various propellers has been
curtailed also, until we can get the Jabiru 3300 in an airplane that will
stay cool enough throughout the performance envelope to allow a full test
profile.
Regards to All,
Bud Yerly
Europa Tech Support
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: Tony Renshaw<mailto:tonyrenshaw268@gmail.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, August 27, 2011 10:50 PM
Subject: Re: Europa-List: 914 Prop Question,,,,,,,,Thanks for the
responses
<tonyrenshaw268@gmail.com<mailto:tonyrenshaw268@gmail.com>>
Thanks to all that replied regarding the negatives of a Fixed Pitch prop
on a 914. It was more a revision of knowledge than a serious desire, but Bob
Catto is a very impressive fellow and it got me thinking. As for better
abilities in gliding and stopping re pitch settings and other good advice, I
am now the wiser.
Reg
Tony Renshaw
On 28/08/2011, at 7:12 AM, David Joyce wrote:
<davidjoyce@doctors.org.uk<mailto:davidjoyce@doctors.org.uk>>
>
> Tony, One benefit of a VP prop that I don't believe has been mentioned
but which reference to ground looping brings to mind is that in fine pitch
the slowing down effect of the idling prop is very noticeably greater than
in coarse pitch. If you are trying to glide somewhere and the prop pitch
change system still works, fine pitch is a great asset whereas to stop in a
short distance you definitely want it in fine. On T/Off fine pitch also
takes you very quickl;y through the dodgy steering phase if you have a mono.
Clearly a fixed pitch prop is going to miss out somewhat on both counts. So
I guess you are less likely to lose control on the ground and end up ground
looping if you have a VP/CS prop.
> Incidentally have you looked at the list of flying planes on
the Europa Club website where engines & props are listed for pretty much
every flying Europa?
> Regards, David Joyce, G-XSDJ
>
>
>
>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/Navigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contribution>
Message 26
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GBYSA: Sunday only; Bob Hitchcock & Bryan Allsop
----- Original Message -----
From: Steven Pitt
To: europa-list@matronics.com
Sent: Sunday, August 28, 2011 9:50 AM
Subject: Europa-List: LAA Rally
On behalf of the Europa Club we would like to get an idea of how many
Europas will attend this weekends LAA Rally (2nd to 4th September). We
may be able to arrange a dedicated Europa 'line' for parking. Could you
please let me know if you plan to attend with your name, registration
and day(s) of attendance.
Don't forget that Swift/Europa Group and members of the Club committee
will be in attendance and will be pleased to see you over the weekend -
refreshments should be available.
Thanks
Steve Pitt
Chairman, Europa Club
Message 27
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| Subject: | Re: Mod 71 - Nose gear leg bungee, replacement with springs |
Rob,
I did Mod 71 at the same time I did the Tri-Gear conversion at Bud's
shop. I have pictures of some of the Mod 71 work posted on my Europa
Owners site under the conversion album. They are on pages 5 & 6 of the
album. We had to grind part of the upper hook point off and round it to
obtain a reasonable fit. We also made up a thin stainless steel sheet
to go over the Landing Gear Frame under the hooks to help prevent wear
to the frame by the hooks (Page 5, about 2/3 of the way down on the
right side, IMG_183post).
Hope this helps.
Blue skies & tailwinds,
Bob Borger
http://www.europaowners.org/N914XL
Europa XS, Short Wing, Intercooled Rotax 914
rlborger@mac.com
Cel: 817-992-1117
On Aug 28, 2011, at 11:34 AM, Rob Housman wrote:
> Thanks Ian.
>
> The plot thickens. I am working from the May 2006 version of the Mod
71 document ' THE ONE CURRENTLY AVAILABLE ON THE EUROPA WEB SITE.
Just curious since you have already provided it, but other than getting
the 2011 version from you, where would I have found it? I hope that
this has nothing to do with that little disagreement we had with George
III.
>
> The dimensions in the latest version match the Landing Gear Frame I
have installed although the current LGF is of a significantly different
design. And now I know that /U+220538 (Fig. 6, May 2006) means 38 mm.
My very slightly larger diameter (39.4 mm) is probably all explained by
the powder coat applied by the factory which is apparently no longer
done. I=92ll make things go together per Jeff B=92s suggestion,
implemented in my case with a Dremel and an abrasive cut-off blade.
>
> I=92ll advise the folks in Kirkbymoorside about the opening in my
springs.
>
>
> Best regards,
>
> Rob Housman
> Irvine, California
> Europa XS
> Rotax 914
> S/N A070
> Airframe complete
> Avionics soon
Message 28
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| Subject: | Mod 71 - Nose gear leg bungee, replacement with springs |
Rob
At this moment I am the only source of issue 3. At Europa's request (David
Goddard said he was too busy) I had it approved by the LAA. I have passed
the factory the master copy but as yet they have not got round to putting it
up. Mod 77 (Push rod rudder drive) and Mod 78 (Glider wing fix) have gone
up recently but the revised versions of 75 and 76 (which include the Dynon
servos) are not up yet.
The opening for the tube to pass into the spring hook is a bit tight. It is
perfectly OK to take off the inside corner to allow the tube in as Jeff B
suggested.
Ian Rickard G-IANI XS Trigear, 300hours
Europa Club Mods Specialist
e-mail g-iani@ntlworld.com
Message 29
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| Subject: | Re: Tufnol bearings clearances |
Andrew=0AYou are right about the problems of thermal expansion etc. I had a
problem due =0Ato the clearances being too close. Going from a warm hangar
to cold air (flying) =0Athe roll control stiffened up, due to the aluminum
contracting quickly and the =0Arest of the airframe slowly. After an hou
r the controls had loosened up again.=0AGraham=0A=0A=0A=0A=0A=0A___________
_____________________=0AFrom: Andrew Sarangan <asarangan@gmail.com>=0ATo: E
uropa List <europa-list@matronics.com>=0ASent: Sunday, 28 August, 2011 17:0
7:32=0ASubject: Europa-List: Tufnol bearings clearances=0A=0A--> Europa-Lis
t message posted by: Andrew Sarangan <asarangan@gmail.com>=0A=0ALooking thr
ough the email archives, the alignment of the front and=0Arear tufnol beari
ngs/bushings with the aileron torque tube appears to=0Abe a critical step i
n preventing control stiffness.=0A=0AThere are no specific guidelines about
this on the manual. I am mostly=0Aconcerned about thermal expansion since
the cockpit can see 70C=0Adifference from summer to winter. The torque tube
is about 24" long=0Aand looks like zinc plated steel. For 70C, the thermal
expansion will=0Abe about 22 mils. So I am thinking I need to insert 12mil
shims on=0Aeither side of the tufnol bearing before bonding the fork and t
he=0Abushing, and then removing it after cure.=0A=0AThen there is also the
question of tufnol expansion due to moisture.=0AThere is a chart on tufnol.
com on how much tolerance should be allowed=0Afor water absorption. This is
for prolonged immersion so it can be=0Aconsidered a worst case scenario. F
or the 1/2" bearing, this=0Atranslates to about 0.8mm, or about 32mils.=0A
=0ASo putting both factors together, I am thinking of inserting 25mil=0Ashi
ms on both side of the tufnol, for a total of 50mil play. Does this=0Asound
right?=0A=0AAll of this could turn out to be a moot point if the flex in t
=============
Message 30
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| Subject: | Re: Mod 71 - Nose gear leg bungee, replacement with springs |
Photo E-mail View slideshow
<https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&
resid=2161856909618AA7!136&type=5&authkey=KzlAF!wKhQk%24>|
Download images
<https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=downl
oadphotos&resid=2161856909618AA7!136&type=5&authkey=KzlAF!wKhQk%24>
Rob,
Attached is a drawing of how I round off my springs and a photo of how
we keep the spring from grinding into the steel frame by using small
bits of stainless.
Note that I install the springs with the openning forward. Please note
the left and right hand wind requires you to place the springs so that
they do not rub against the center tube.
The springs can be installed facing aft but the last snap in is a bit
difficult unless the entire wheel well is open or you are very strong.
Forgive me that I do not have my tech article on how to install the
springs any longer as folks were just not having problems and it went to
archive somewhere. Bob Borger and Gary Leinberger may have photo's of
us doing theirs if you ask..
Please round over the spring as per the drawing to make snapping the
spring over the top tube less painful. You may do the lower part as
well.
One indispensible tool is a piece of stainless cable with handles on
both ends to snap the spring up and over the top. I have one of the
guys standing on the wheel well and pull it up to snap in the spring
over the upper tube. Then he bounces on the front until the 5/16 and
1/4 inch bolts fall out.
The other nice to have tool is a set of threaded rods with a couple of
curved ends to help hold the gear up while I install, but rope or a
strap works also...I just like steel to protect me from a rope brake or
strap slip. It takes me with two helpers (for added weight), about 45
minutes to install the springs.
<https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&
resid=2161856909618AA7!137&parid=2161856909618AA7!136&type=1&authke
y=KzlAF!wKhQk%24>
<https://skydrive.live.com/redir.aspx?cid=2161856909618aa7&page=play&
resid=2161856909618AA7!138&parid=2161856909618AA7!136&type=1&authke
y=KzlAF!wKhQk%24>
Small pieces of stainless between the spring and frame glued in or
just set in sealant will keep the spring from scratching up your frame
and rusting later on. Even with an engine on you can see that putting a
cable through the hook on the spring and pulling from above is an easy
safe method to snap the spring in. Technique: I normally put the
engine on to add weight when I am doing this operation alone. I put a
strap around the gearbox and nose gear leg to pull the spring a bit to
get the bolts to fall out then repeat.
Please use safety precautions so as not to injure yourself when
stretching and installing the springs and you will find it is an easy
install.
Regards,
Bud Yerly
Europa Tech Advisor
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: G-IANI<mailto:g-iani@ntlworld.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Sunday, August 28, 2011 5:28 AM
Subject: RE: Europa-List: Mod 71 - Nose gear leg bungee, replacement
with springs
Rob
I have attached a copy of Mod 71 issue 3 for information.
The radius of the upper hook should be 38mm to fit the frame tube (
the lower is 32mm).
I am not aware of any batch of springs which have been out of
tolerance. If yours are please let Europa know.
Ian Rickard G-IANI XS Trigear, 300hours
Europa Club Mods Specialist
e-mail g-iani@ntlworld.com
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rob Housman
Sent: 27 August 2011 21:24
To: europa-list@matronics.com
Subject: Europa-List: Mod 71 - Nose gear leg bungee, replacement with
springs
I=92ve encountered another one of those =93minor=94 problems I have
come to accept as normal with the factory=92s step child, the Tri-Gear.
The diameter of the Landing Gear Frame is 1.55 inch (39.4 mm) and the
opening in the spring that must hook onto it is 1.35 inch (34.3 mm).
This seems to allow for either of two solutions, neither one
particularly elegant. 1) use brute force to deform the hook in the
spring, 2) cut off some of the end of the hook.
Comments and suggestions from those who have perhaps already dealt
with this, or anyone else for that matter, would be greatly appreciated.
Best regards,
Rob Housman
Irvine, California
Europa XS
Rotax 914
S/N A070
Airframe complete
Avionics soon
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