Today's Message Index:
----------------------
1. 01:04 AM - Re: Europas in the UK (John Wighton)
2. 01:36 AM - Re: Europas in the UK (Brian Davies)
3. 01:48 AM - SV: Re: Europas in the UK (Sidsel & Svein Johnsen)
4. 01:52 AM - SV: Europas in the UK (Sidsel & Svein Johnsen)
5. 03:27 AM - Re: Re : Smooth Prime (David Joyce)
6. 03:49 AM - Re: Europas in the UK (David Joyce)
7. 04:24 AM - TBO and Calendar life for earlier Rotax 912s, what options? (Richard Lamprey)
8. 04:55 AM - Re: TBO and Calendar life for earlier Rotax 912s, what options? (h&jeuropa)
9. 05:11 AM - Re: Re: TBO and Calendar life for earlier Rotax 912s, what options? (Peter Zutrauen)
10. 05:20 AM - Re: TBO and Calendar life for earlier Rotax 912s, what options? (Richard Lamprey)
11. 06:05 AM - Re: Europas in the UK (Trevpond@aol.com)
12. 06:23 AM - Re: TBO and Calendar life for earlier Rotax 912s, what options? (Robert Borger)
13. 06:30 AM - Re: Re: TBO and Calendar life for earlier Rotax 912s, what options? (Robert Borger)
14. 06:30 AM - Re: Re : Lightning Strike-possible protection ? Faraday cage effect paint (Greg Fuchs)
15. 06:37 AM - Re: Europas in the UK (PHILLIPS I)
16. 07:04 AM - Re: Re: TBO and Calendar life for earlier Rotax 912s, what options? (Robert Borger)
17. 09:52 AM - Re: TBO and Calendar life for earlier Rotax 912s, what options? (tennant)
18. 11:09 AM - SV: Europas in the UK (Sidsel & Svein Johnsen)
19. 02:29 PM - Re: Re: Lack of space between exhaust and coolant hose. (Bud Yerly)
Message 1
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| Subject: | Re: Europas in the UK |
Svein,
The UK situation may not be the best place to look, we have only VFR daytime privileges
when flying Permit A/C.
The LAA are campaigning to allow IFR flight but, if eventually allowed, there will
be limitations on the aircraft equipment. My guess is very few of the LAA
fleet will be suitably equipped. But new builds will know what to use to ensure
compliance.
The US is the place where Experimental a/c are routinely allowed IFR/night privileges.
Maybe the hours and accident stats are available from the EAA?
Regards
John
--------
John Wighton
Europa XS trigear G-IPOD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366929#366929
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| Subject: | Europas in the UK |
Svein,
UK Homebuilt Aircraft on a Permit to Fly are daylight only VFR as you know.
The LAA (formally PFA) is still actively considering a case to the UK CAA
for IFR operations for this category. No date has been given for a
determination. It might be better to await the outcome of this work.
Unfortunately, we do not have accurate operating records of all UK Europas
and the data you request would be quite time consuming to produce. We do
have records of approximately 120 flying Europas but that is only from
current club members who have taken the trouble to pass on this data.
Regards
Brian Davies
The Europa Club, membership sec.
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Sidsel & Svein
Johnsen
Sent: 22 February 2012 06:03
Subject: Europa-List: Europas in the UK
I am still in discussion with the Norwegian CAA regarding their ban on
flying at night or in IMC with Norwegian registered Experimental class
aircraft (just entered the 4th year, their response time is sloooow).
The ban is imposed on all of the aircrafts by conditions in the permits to
fly, but according to the best legal expertise, it is not legal to impose
such a ban generally unless it is made part of the formal aviation
regulations. If not in the regulations, each individual aircraft must be
considered on its own merits before placing such restrictions on it. Our
CAA says that they have considered each, which is b.s.
In support of my line of argument (that each aircraft must be considered
individually), I would very much appreciate information on the following:
- Approx. how many Europas are flying in the UK?
- How many accumulated flight hours?
- How many hours on the aircraft having flown the most? Which
engine does it have?
The reason for asking only about UK statistics is that our CAA is looking
more to what the UK does than other countries. By the way, any development
in the PFA regarding this issue - there was some discussion about this a few
years ago, wasn't it?
I have looked through all the reports on the 84 Europa accidents in the UK
AAIB web site - nothing there to support that a correctly built Europa with
912ULS is likely to have an engine problem!
Regards,
Svein
LN-SKJ
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| Subject: | Re: Europas in the UK |
John,
Thank you for your reply. I am aware of the situation re. privileges in the
UK, and should have explained my approach more fully:
I am not looking for statistics on actual accidenst at night or in IMC.
The aircraft, its engine, systems and structure does not experience any
difference between such operation and day VFR (icing excluded, but flight
into icing conditions would be excluded also in IMC in our case).
Therefore, day VFR statistics will serve my purpose, which is to assess the
risk of an engine/systems/structural failure not attributable to poor
building/maintenance/pre-flight inspection/pilot error/etc.
I asked EAA USA (of which I am a paying member) two weeks ago about this
kind of homebuilt aircraft statistics, but have so far not received any
reply. Meantime, I have found US statistics and information of interest
through other sources, although not specific for Europa or Rotax 912ULS.
The requested information about UK Europa numbers/flight hours is to show
that there are many aircraft/much use, which of course makes using
historical accident figures more relevant than if there were no accidents
among only, say, two aircraft (just to illustrate this point).
Regards,
Svein
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| Subject: | Europas in the UK |
Brian,
Thank you very much. Your reply came in just after I replied to John's.
I do not ask you to put any more time into this, but if the accumulated
flight hour data for Club members is only "a click or two away", it would be
very much appreciated.
Regards,
Svein
Message 5
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| Subject: | Re: Re : Smooth Prime |
Guys, If you haven't already bought the Smooth Prime, I
strongly suggest giving some thought to gel coat. As far
as I know every competitive fibreglass glider uses this
system because it gives the ultimate finish, is very
durable, andgives ultimate aerodynamic performance. After
10 years my plane still has a surface which outshines
virtually all Europas. The process is also simple: it
needs a single sprayed layer (no primer, undercoat or UV
protection - the gel is itself UV opaque) and then is
rubbed down with wet & dry sandpaper 600, 1200 & 2000
grit. The finish is like the bit of anatomy that Cuban
virgins are alleged to use for rolling the best sort of
cigars!, and is absolutely what laminar flow surfaces
need. Unlike dry sanding, wet & dry finishing is a
pleasure. It is sometimes said to be heavy but my plane is
one of the lightest 914/wobbly prop planes on the
register. The only thing I would advise is that you get
the actual spraying done by an expert, someone who is used
to gel coating gliders.
regards, David Joyce, G-XSDJ
On Tue, 21 Feb 2012 11:55:38 -0500
John Wigney <johnwigney@windstream.net> wrote:
> Hi Fred,
>
> I did my whole plane with Smooth Prime. I found it very
>easy to apply with a small diameter foam roller and small
>plastic paint tray. Instructions are at
>http://www.polyfiber.com/uvsmooth/
>
> I did the 3 coats and sanded down with 320 grit. Sanded
>down again with 320 after another 3 coats. Sanding of
>Smooth Prime to get a good finish is very easy. As I
>remember the dilution, if any, was as specified on the
>can. I sprayed Aerothane topcoat after this with good
>results. I understand that some have had problems with
>the topcoat possibly due to inadequate drying of the
>water based Smooth Prime. Instructions are very clear
>that it should be left for 3 weeks to dry. Poly Fiber now
>recommend sealing the Smooth Prime with epoxy primer. I
>did not do this as it was not specified when I did the
>job.
>
> Re quantity, I do not remember. Suggest you start with 1
>gallon and see how you get on.
>
> Cheers, John
> ------------------------------------------------------------------------
>
>
> ORIGINAL MESSAGE
>From: Fred Klein<fklein@orcasonline.com>
> Subject: Europa-List: Smooth Prime
> To those of you who have used Smooth Prime on their
>Europa XS...Have you used it JUST on the filled/foam
>control surfaces?...or on the ENTIRE airframe?
> In either case, how much material is necessary for the
>required THREE (undiluted) COATS before sanding?
> Thanks in advance,
>Fred
>
>
Message 6
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| Subject: | Re: Europas in the UK |
Sven, You could get a good approximation by going to the
Europa website and looking at the list of all flying
Europas Some of Hesse have up to date hours flown, some
have hours flown last updated several years ago, whilst
others have never bothered to supply any hours. If you are
prepared to do the work, you could update the second
category on a proportional basis, and provide hours for
the last category on the assumption that they will be a
similar group to the first two categories.
Alternatively you could contact Andy Draper at
the LAA and ask him whether there is the possibility of
him giving you the precise data, as the LAA require hours
flown for every annual renewal.
Regards, David Joyce, G-XSDJ
On Wed, 22 Feb 2012 07:02:39 +0100
"Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
wrote:
> I am still in discussion with the Norwegian CAA
>regarding their ban on
> flying at night or in IMC with Norwegian registered
>Experimental class
> aircraft (just entered the 4th year, their response time
>is sloooow).
>
>
>
> The ban is imposed on all of the aircrafts by
>conditions in the permits to
> fly, but according to the best legal expertise, it is
>not legal to impose
> such a ban generally unless it is made part of the
>formal aviation
> regulations. If not in the regulations, each individual
>aircraft must be
> considered on its own merits before placing such
>restrictions on it. Our
> CAA says that they have considered each, which is b.s.
>
>
>
> In support of my line of argument (that each aircraft
>must be considered
> individually), I would very much appreciate information
>on the following:
>
>
>
> - Approx. how many Europas are flying in the
>UK?
>
> - How many accumulated flight hours?
>
> - How many hours on the aircraft having flown
>the most? Which
> engine does it have?
>
>
>
> The reason for asking only about UK statistics is that
>our CAA is looking
> more to what the UK does than other countries. By the
>way, any development
> in the PFA regarding this issue - there was some
>discussion about this a few
> years ago, wasn't it?
>
>
>
> I have looked through all the reports on the 84 Europa
>accidents in the UK
> AAIB web site - nothing there to support that a
>correctly built Europa with
> 912ULS is likely to have an engine problem!
>
>
>
> Regards,
>
> Svein
>
> LN-SKJ
>
>
>
>
>
Message 7
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| Subject: | TBO and Calendar life for earlier Rotax 912s, what options? |
Greetings to all from Kenya,
My Rotax 912UL is of early serial number, and according to the Maintenance Manual
the TBO is 1200 hrs (assuming all service bulletins have been complied with),
and a calendar life of 15 years. From a factory-inhibited state in March 1999,
it has now done 13 years, and 560 hours, so on hours alone it could go a
lot further it runs very sweetly and compressions are amazing. But, it looks
like I am facing an overhaul in 2014, due to the calendar life.
According to the manual, the calendar life is 10-15 years, depending on engine
type (912, 912S or 914), and serial number.
So, basically, and Rotax engined Europa that first flew between (roughly) 1996
and 2002 must be looking soon at a mandatory overhaul, regardless of hours flown.
Looking at the Europa club register, this is at least 180 aircraft worldwide.
I am interested to know what others are doing, and what the options are. I imagine
there are three possibilities:
1. Throw the engine away and buy another. The agents in UK alluded to this, and
seemed to be reluctant to do any overhaul to zero-time the engine, especially
if they didnt know the engine.
2. Get a factory-approved agent somewhere to do an overhaul. My nearest agent
is in South Africa, which is 3000 miles (and several country borders) away (where
there are hundreds of 912s in operation), and I have had no replies from
any company that purports to be an agent regarding an overhaul of my engine.
3. Possibly? Return the core to the Rotax factory in Austria, and they value
it, send you a factory-re-manufactured engine, minus the value of your core.
This is common practice in Continental and Lycoming engines.
It seems a pity to ditch a perfectly good Rotax 912 engine, and spend a fortune
getting some new thing in that has the perpetual mandatory SBs that come up.
Again in UK, there is provision for Continental and Lycoming engines to be run
on-condition way beyond the standard TBO (eg 1700 hrs for a Continental 0-470).
I know of some that have run up to 2600 hrs on condition.
So, it would be good to know what others are doing or planning in this regard.
Thanks
Richard
Kenya, 5Y-LRY, Europa Classic 168.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366957#366957
Message 8
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what options? |
Hi Richard,
The Feb 2012 issue of Sport Aviation (EAA magazine) has a great article on this
topic. The author suggests that "on condition" maintenance makes more sense
than overhaul on a fixed timetable. Let us know if you need a copy of the article.
Jim & Heather
N241BW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366959#366959
Message 9
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what |
options?
fwiw, there was a local FBO with certified 912 Kanata's that ran theirs
*well* past 2000hrs "on condition".
Cheers,
Pete
A239
On Wed, Feb 22, 2012 at 7:54 AM, h&jeuropa <butcher43@att.net> wrote:
>
> Hi Richard,
>
> The Feb 2012 issue of Sport Aviation (EAA magazine) has a great article on
> this topic. The author suggests that "on condition" maintenance makes
> more sense than overhaul on a fixed timetable. Let us know if you need a
> copy of the article.
>
> Jim & Heather
> N241BW
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=366959#366959
>
>
Message 10
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what options? |
Hi Jim and Heather,
I would really appreciate a copy of that article.
Thanks
Richard
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366964#366964
Message 11
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| Subject: | Re: Europas in the UK |
Sven,
G info at the CAA has this information, i.e. hours flown for individual
aircraft please see this link which will give you all Europas registered in
the UK with all their information:
_http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=sum
mary&aircrafttype=europa_
(http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=summary&aircrafttype=europa)
best regards
Trev
G-LINN
In a message dated 22/02/2012 11:49:50 GMT Standard Time,
davidjoyce@doctors.org.uk writes:
--> Europa-List message posted by: "David Joyce"
<davidjoyce@doctors.org.uk>
Sven, You could get a good approximation by going to the
Europa website and looking at the list of all flying
Europas Some of Hesse have up to date hours flown, some
have hours flown last updated several years ago, whilst
others have never bothered to supply any hours. If you are
prepared to do the work, you could update the second
category on a proportional basis, and provide hours for
the last category on the assumption that they will be a
similar group to the first two categories.
Alternatively you could contact Andy Draper at
the LAA and ask him whether there is the possibility of
him giving you the precise data, as the LAA require hours
flown for every annual renewal.
Regards, David Joyce, G-XSDJ
On Wed, 22 Feb 2012 07:02:39 +0100
"Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
wrote:
> I am still in discussion with the Norwegian CAA
>regarding their ban on
> flying at night or in IMC with Norwegian registered
>Experimental class
> aircraft (just entered the 4th year, their response time
>is sloooow).
>
>
>
> The ban is imposed on all of the aircrafts by
>conditions in the permits to
> fly, but according to the best legal expertise, it is
>not legal to impose
> such a ban generally unless it is made part of the
>formal aviation
> regulations. If not in the regulations, each individual
>aircraft must be
> considered on its own merits before placing such
>restrictions on it. Our
> CAA says that they have considered each, which is b.s.
>
>
>
> In support of my line of argument (that each aircraft
>must be considered
> individually), I would very much appreciate information
>on the following:
>
>
>
> - Approx. how many Europas are flying in the
>UK?
>
> - How many accumulated flight hours?
>
> - How many hours on the aircraft having flown
>the most? Which
> engine does it have?
>
>
>
> The reason for asking only about UK statistics is that
>our CAA is looking
> more to what the UK does than other countries. By the
>way, any development
> in the PFA regarding this issue - there was some
>discussion about this a few
> years ago, wasn't it?
>
>
>
> I have looked through all the reports on the 84 Europa
>accidents in the UK
> AAIB web site - nothing there to support that a
>correctly built Europa with
> 912ULS is likely to have an engine problem!
>
>
>
> Regards,
>
> Svein
>
> LN-SKJ
>
>
>
>
>
Message 12
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what options? |
Richard,
I don't know what the Regs are in Kenya or how they are enforced, but here in the
States TBO is only a guide line, not a hard number. Folks are free to operate
engines "on condition" for as long as the owner wishes IF they have been properly
maintained, any A/D's applied and continue to meet proper specs with respect
to compression, oil consumption, oil tests, etc. I recently read an excellent
article by an A&P/IA on this exact subject. I don't remember if it was
in Sport Aviation, AOPA Pilot or Flying. I'll see if I can locate it and provide
the information therein. Better yet, I'll scan the article for your own
reading.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Feb 22, 2012, at 6:23 AM, Richard Lamprey wrote:
>
> Greetings to all from Kenya,
>
> My Rotax 912UL is of early serial number, and according to the Maintenance Manual
the TBO is 1200 hrs (assuming all service bulletins have been complied with),
and a calendar life of 15 years. From a factory-inhibited state in March
1999, it has now done 13 years, and 560 hours, so on hours alone it could go
a lot further it runs very sweetly and compressions are amazing. But, it looks
like I am facing an overhaul in 2014, due to the calendar life.
>
> According to the manual, the calendar life is 10-15 years, depending on engine
type (912, 912S or 914), and serial number.
>
> So, basically, and Rotax engined Europa that first flew between (roughly) 1996
and 2002 must be looking soon at a mandatory overhaul, regardless of hours flown.
Looking at the Europa club register, this is at least 180 aircraft worldwide.
>
> I am interested to know what others are doing, and what the options are. I imagine
there are three possibilities:
> 1. Throw the engine away and buy another. The agents in UK alluded to this,
and seemed to be reluctant to do any overhaul to zero-time the engine, especially
if they didnt know the engine.
> 2. Get a factory-approved agent somewhere to do an overhaul. My nearest agent
is in South Africa, which is 3000 miles (and several country borders) away
(where there are hundreds of 912s in operation), and I have had no replies from
any company that purports to be an agent regarding an overhaul of my engine.
> 3. Possibly? Return the core to the Rotax factory in Austria, and they value
it, send you a factory-re-manufactured engine, minus the value of your core.
This is common practice in Continental and Lycoming engines.
>
> It seems a pity to ditch a perfectly good Rotax 912 engine, and spend a fortune
getting some new thing in that has the perpetual mandatory SBs that come up.
>
> Again in UK, there is provision for Continental and Lycoming engines to be run
on-condition way beyond the standard TBO (eg 1700 hrs for a Continental 0-470).
I know of some that have run up to 2600 hrs on condition.
>
> So, it would be good to know what others are doing or planning in this regard.
>
> Thanks
> Richard
> Kenya, 5Y-LRY, Europa Classic 168.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=366957#366957
>
>
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what |
options?
Richard,
Well, there you go Thanks Jim & Heather!
I just found it, Sport Aviation, February 2012, page 52, "When to Overhaul" by
Mike Busch/Commentary/SAVVY AVIATION.
I am scanning it right now and will post the scans in an album on my Europa Owners
site. I'll let folks know when it has been posted.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Feb 22, 2012, at 6:54 AM, h&jeuropa wrote:
>
> Hi Richard,
>
> The Feb 2012 issue of Sport Aviation (EAA magazine) has a great article on this
topic. The author suggests that "on condition" maintenance makes more sense
than overhaul on a fixed timetable. Let us know if you need a copy of the
article.
>
> Jim & Heather
> N241BW
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=366959#366959
>
>
>
>
>
>
>
>
>
>
Message 14
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| Subject: | Re : Lightning Strike-possible protection ? Faraday cage |
effect paint
Kevin,
I was thinking along the same lines as Frans comments. It would probably
take a wire mesh over the body of the aircraft at a minimum, to protect the
airframe.
OR....Possibly a 'lightening rod' that can handle large amounts of current,
and that is more conductive than the linkages in the aircraft could span
between the wingtips, and another one that spans fore and aft. The
lightening always likes to find the path of least resistance, and so it
would grab the rods instead of the aircraft, and pass harmlessly from one
side to the other. Just a thought.
Possibly, one might think that it might attract lightening to the
craft....but there have been some experiments taken that might prove
otherwise. Most likely, the lightening would have been striking very close
to the plane anyway by coincidence, before it would grab the plane.
Greg
_____
Message 15
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| Subject: | Re: Europas in the UK |
The CAA have my hours flown 100 less then they actually are, mine was last
updated 2010
so don't reflect current hours in my case,
ivor
G-IVER
On 22 February 2012 14:04, <Trevpond@aol.com> wrote:
> **
> Sven,
>
> G info at the CAA has this information, i.e. hours flown for individual
> aircraft please see this link which will give you all Europas registered in
> the UK with all their information:
>
>
> http://www.caa.co.uk/application.aspx?catid=60&pagetype=65&appid=1&mode=summary&aircrafttype=europa
>
> best regards
>
>
> Trev
> G-LINN
>
> In a message dated 22/02/2012 11:49:50 GMT Standard Time,
> davidjoyce@doctors.org.uk writes:
>
> davidjoyce@doctors.org.uk>
>
>
> Sven, You could get a good approximation by going to the
> Europa website and looking at the list of all flying
> Europas Some of Hesse have up to date hours flown, some
> have hours flown last updated several years ago, whilst
> others have never bothered to supply any hours. If you are
> prepared to do the work, you could update the second
> category on a proportional basis, and provide hours for
> the last category on the assumption that they will be a
> similar group to the first two categories.
> Alternatively you could contact Andy Draper at
> the LAA and ask him whether there is the possibility of
> him giving you the precise data, as the LAA require hours
> flown for every annual renewal.
> Regards, David Joyce, G-XSDJ
>
> On Wed, 22 Feb 2012 07:02:39 +0100
> "Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
> wrote:
> > I am still in discussion with the Norwegian CAA
> >regarding their ban on
> > flying at night or in IMC with Norwegian registered
> >Experimental class
> > aircraft (just entered the 4th year, their response time
> >is sloooow).
> >
> >
> >
> > The ban is imposed on all of the aircrafts by
> >conditions in the permits to
> > fly, but according to the best legal expertise, it is
> >not legal to impose
> > such a ban generally unless it is made part of the
> >formal aviation
> > regulations. If not in the regulations, each individual
> >aircraft must be
> > considered on its own merits before placing such
> >restrictions on it. Our
> > CAA says that they have considered each, which is b.s.
> >
> >
> >
> > In support of my line of argument (that each aircraft
> >must be considered
> > individually), I would very much appreciate information
> >on the following:
> >
> >
> >
> > - Approx. how many Europas are flying in the
> >UK?
> >
> > - How many accumulated flight hours?
> >
> > - How many hours on the aircraft having flown
> >the most? Which
> > engine does it have?
> >
> >
> >
> > The reason for asking only about UK statistics is that
> >our CAA is looking
> > more to what the UK does than other countries. By the
> >way, any development
> > in the PFA regarding this issue - there was some
> >discussion about this a few
> > years ago, wasn't it?
> >
> >
> >
> > I have looked through all the reports on the 84 Europa
> >accidents in the UK
> > AAIB web site - nothing there to support that a
> >correctly built Europa with
> > 912ULS is likely to have an engine problem!
> >
> >
> >
> > Regards,
> >
> > Svein
> >
> > LN-SKJ
> >
> >
> >
> >
> > the ies ay - MATRONICS WEB FORUMS - List
> Contribution Web Site p;
>
>
> *
>
> *
>
>
Message 16
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what |
options?
Richard & others,
I have posted the scans of the article: Sport Aviation, February 2012, page 52,
"When to Overhaul" by Mike Busch/Commentary/SAVVY AVIATION.
You can find the album "Aviation Articles of Interest" on the last page of my gallery
on EuropaOwners.org
When you get to the scanned pages, you can select the full scan size in the upper
right. I probably should have reduced the size before uploading, but I was
in a hurry to get it posted. I can do some size reduction later today and upload
the resized images then. Till now, this should help.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Feb 22, 2012, at 7:19 AM, Richard Lamprey wrote:
>
> Hi Jim and Heather,
> I would really appreciate a copy of that article.
> Thanks
> Richard
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=366964#366964
>
>
>
>
>
>
>
>
>
>
Message 17
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| Subject: | Re: TBO and Calendar life for earlier Rotax 912s, what options? |
Richard,
I will be one of the 180 as I had first flight in Sept. 1997.
Also about 650 hrs with full oil pressure, no oil usage from one change to the
next and full & even compression.
There is no way that I am dumping a perfectly good engine, and it is not necessary
in Germany.
Regards
Barry Tennant
--------
Barry Tennant
D-EHBT
At EDLM - Germany
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366995#366995
Message 18
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| Subject: | Europas in the UK |
Thank you very much, all who has given me good suggestions on how to
proceed.
I realize it will keep me busy for a while J. Will post the results when
completed.
Regards,
Svein
Message 19
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| Subject: | Re: Lack of space between exhaust and coolant hose. |
I don't blame you, I do know that any hose within 1/2 inch with heat
shield of the muffler doesn't last more than a few years without some
air blowing on it. Even a short hose and a nippled metal extension will
work for a longer down pipe. It just takes time.
I am not familiar with A168. Sorry.
Regards,
Bud
----- Original Message -----
From: kees de bussy<mailto:keesdebussy@hotmail.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Tuesday, February 21, 2012 9:27 AM
Subject: Europa-List: Re: Lack of space between exhaust and coolant
hose.
<keesdebussy@hotmail.com<mailto:keesdebussy@hotmail.com>>
Hi Bud,
Thanks for your input. I have been thinking about this solution too. A
straight socket however will interfere with the engine-mount. A 45
degree one will probably do the job. But because everything is mounted,
all hoses have just been replaced I guess at this point it is easier to
make the downpipes a little longer. A second advantage is that at the
same time the oil hose at the bottom of the engine gets more clearance
too.
Is there anything against making the downpipes a little longer ?
By the way my Europa, serial #A168 is the former N-303AU. So maybe you
know the kit and builder.
Regards,
Kees de Bussy
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=366828#366828<http://forums
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avigator?Europa-List>
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