Today's Message Index:
----------------------
1. 02:13 AM - Headset for BAP (David Joyce)
2. 02:47 AM - Re: Headset for BAP (Rowland Carson)
3. 03:23 AM - Re: Re: Tie bar recess (GRAHAM SINGLETON)
4. 05:56 AM - msg for Graham Singleton (Fred Klein)
5. 07:41 AM - Re: Tie bar recess (jglazener)
6. 07:45 AM - Re: mass balance stop and pushrod containment assembly (jglazener)
7. 08:32 AM - Re: Max climb angle (Bud Yerly)
8. 10:17 AM - Re: Max climb angle (klinefelter.kevin@gmail.com)
Message 1
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Along with some other Gloucester Strut members I have been
supervising the building of a Rans S6 at a local school
(details at: www.buildaplanestroud.com ). Europa owners
have previously very
generously donated an old radio, an intercom and one head
set. The plane is now not far off flying and we lack a
second head set. Does anyone by any chance have an old set
(that they have replaced with a new shiny model) which
they could be persuaded to part with for this worthy
cause?
Regards, David Joyce, G-XSDJ
Message 2
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| Subject: | Re: Headset for BAP |
On 5 May 2012, at 10:11, David Joyce wrote:
> Along with some other Gloucester Strut members I have been
> supervising the building of a Rans S6 at a local school
> (details at: www.buildaplanestroud.com ). Europa owners have previously very
> generously donated an old radio, an intercom and one head
> set. The plane is now not far off flying and we lack a
> second head set. Does anyone by any chance have an old set
> (that they have replaced with a new shiny model) which
> they could be persuaded to part with for this worthy
> cause?
David - I have a venerable Airlite 62 that served me very well until recently.
The original carbon microphone has been replaced by an electret. It's the sort
of headset that was standard government issue and has a NATO plug, with adaptor
for civilian use. I'll bring it to the Gloster Strut on Tuesday.
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| <rowlandcarson@gmail.com> http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
| pictures: http://picasaweb.google.com/rowlandcarson
Message 3
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| Subject: | Re: Tie bar recess |
Jeroen=0A=0ADON't DO IT!-=0AIt-definitely-IS best to cut the slot bef
ore the top goes on, fit the top using Clecos when necessary for alignment
but leave it off when working inside.=0AYou should also set up the tailplan
e deflections at this time. adjusting tailplane travel is near impossible w
ith the top on!=0AGraham=0A=0A=0A________________________________=0A From:
jglazener <j.glazener@planet.nl>=0ATo: europa-list@matronics.com =0ASent: F
riday, 4 May 2012, 19:21=0ASubject: Europa-List: Re: Tie bar recess=0A =0A-
hanks for all your replies. If I understand it all correctly, there is no r
eason to cut the slot before the top goes on, which was my main concern. Be
tter to do it later and with the tie bar to ensure best fit.=0A=0ARight, th
at means that tomorrow the top goes on! Fingers crossed...=0A=0A--------=0A
Jeroen=0A=0Ahttp://www.europaowners.org/main.php?g2_itemId=44165=0A=0A=0A
=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/viewtop
- - - - - - - - - - - - - -Matt Dralle, List Admi
=====
Message 4
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| Subject: | msg for Graham Singleton |
Graham,
I've sent you a msg off-list; if you haven't received it, please check
your spam/junk mail.
Fred
Message 5
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| Subject: | Re: Tie bar recess |
Thanks all!
I have in the meantime gone ahead and made the slot.
http://www.europaowners.org/main.php?g2_itemId=79981
It is indeed more hassle than I thought, so a good thing. I also found out that
through no fault of my own, I had actually shaped the LG ribs to the exact size
needed for clearance. A useful exception to the (Europa) rule that things go
wrong by themselves, but not right.
Im having a good rethink on the bonding issue. The main attraction is that with
the tail twist I have I can get that issue put to bed once and for all and not
keep worrying about it (which I do). I understand the advantage of keeping it
open, though I have been busy the last half year trying to cover all my bases,
including the tailplane travel. And I know, as soon as the adhesive is dry
I will think of something I missed.. Agree about the manual being too quick with
bonding. In fact they even want you to put the MLG in after bonding. I really
pity the lost souls who ended up doing that.
regards, Jeroen
--------
Jeroen
http://www.europaowners.org/main.php?g2_itemId=44165
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=372451#372451
Message 6
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| Subject: | Re: mass balance stop and pushrod containment assembly |
Rowland,
A late reply maybe, but as it happens I have just done that last week and put up
the photos:
http://www.europaowners.org/main.php?g2_itemId=44850
regards, Jeroen
--------
Jeroen
http://www.europaowners.org/main.php?g2_itemId=44165
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=372452#372452
Message 7
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| Subject: | Re: Max climb angle |
Sent earlier:
Rob,
Hope things are moving along.
Max angle of climb is the L/D max airspeed. The glide speed is normally
L/D max however, the XS manual is 61Kts. Check your operators hand book
Chapter 5, VX is 61 and is flight tests proven, flaps up of course. In
my tests I prefer 65 Knots on the heavier aircraft for a bit of a
margin.
Should power be lost at this climb angle, an immediate (more than
aggressive) push over will be needed to keep sufficient flying speed to
prevent a stall. This will leave you in a push over from nearly 20
degrees nose up to 15 degrees nose down and find you at a speed of 55 or
so. Insufficient to make an immediate flare without a hard landing if
power is lost below 100 feet. Practice is required.
I do this on all my test flights once the engine is proven and I can
safely practice this Vx climb at altitude with the prop at 5750 and full
power on the engine. I climb for about 1 minute or about 1500 feet of
altitude at this power setting and angle and check for temps and of
course fuel starvation, oil pressure stability and the like. Then I do
it again from takeoff. In 3000 feet you will easily go through pattern
altitude so coordinate with tower.
Regards,
Bud
----- Original Message -----
From: Karl Heindl<mailto:kheindl@msn.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Thursday, May 03, 2012 11:57 AM
Subject: RE: Europa-List: Max climb angle
I will put a query out on the Europa forum.
> Subject: Europa-List: Max climb angle
> From: robertseaton@me.com<mailto:robertseaton@me.com>
> Date: Thu, 3 May 2012 08:18:33 -0700
> To: europa-list@matronics.com<mailto:europa-list@matronics.com>
>
<robertseaton@me.com<mailto:robertseaton@me.com>>
>
> Does anyone know the max climb angle for a 914 powered trigear? I
have to do a fuel flow test with min fuel & the aircraft suspended in
max climb. I don't see this listed in the Operators Manual.
> I think it would be slightly different for each aircraft so an
average would be OK?
> Rob
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=372338#372338
>
>
>
>
>
>
>
>====================
> _===
>
>
>
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 8
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| Subject: | Re: Max climb angle |
Bud and Bob,
I think Rob wants the fuselage deck angle at VX full power.
Bud mentions "nearly 20 degrees". He needs to suspend the tri gear fuse on t
he ground with minimum fuel
(not sure what that would be) and do a fuel flow check.
Is that correct Rob?
Kevin
XS Mono, 914 & Airmaster
On May 5, 2012, at 8:32 AM, "Bud Yerly" <budyerly@msn.com> wrote:
> Sent earlier:
> Rob,
> Hope things are moving along.
> Max angle of climb is the L/D max airspeed. The glide speed is normally L/
D max however, the XS manual is 61Kts. Check your operators hand book Chapte
r 5, VX is 61 and is flight tests proven, flaps up of course. In my tests I p
refer 65 Knots on the heavier aircraft for a bit of a margin.
> Should power be lost at this climb angle, an immediate (more than aggressi
ve) push over will be needed to keep sufficient flying speed to prevent a st
all. This will leave you in a push over from nearly 20 degrees nose up to 15
degrees nose down and find you at a speed of 55 or so. Insufficient to make
an immediate flare without a hard landing if power is lost below 100 feet. P
ractice is required.
> I do this on all my test flights once the engine is proven and I can safel
y practice this Vx climb at altitude with the prop at 5750 and full power on
the engine. I climb for about 1 minute or about 1500 feet of altitude at th
is power setting and angle and check for temps and of course fuel starvation
, oil pressure stability and the like. Then I do it again from takeoff. In 3
000 feet you will easily go through pattern altitude so coordinate with towe
r.
> Regards,
> Bud
>
> ----- Original Message -----
> From: Karl Heindl
> To: europa-list@matronics.com
> Sent: Thursday, May 03, 2012 11:57 AM
> Subject: RE: Europa-List: Max climb angle
>
> I will put a query out on the Europa forum.
>
>
>
> > Subject: Europa-List: Max climb angle
> > From: robertseaton@me.com
> > Date: Thu, 3 May 2012 08:18:33 -0700
> > To: europa-list@matronics.com
> >
> >
> > Does anyone know the max climb angle for a 914 powered trigear? I have t
o do a fuel flow test with min fuel & the aircraft suspended in max climb. I
don't see this listed in the Operators Manual.
> > I think it would be slightly different for each aircraft so an average w
ould be OK?
> > Rob
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=372338#372338
> >
> >
> >
> >
> >
> >
> >
> >====================
> > _===
> >
> >
> >
>
>
> href="http://www.matronics.com/Navigator?Europa-List">http://www.matronh
ref="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
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