Today's Message Index:
----------------------
1. 07:28 AM - Re: Rotax 912 iS (rampil)
2. 07:32 AM - Re: 914 - rough running, and RPM drop when testing the A circuit (rampil)
3. 07:42 AM - Re: A question to the American "Europeans" (rampil)
4. 09:53 AM - Re: A question to the American "Europeans" (AirEupora)
5. 10:52 AM - SV: Re: A question to the American "Europeans" (Sidsel & Svein Johnsen)
6. 12:35 PM - Re: Re: A question to the American "Europeans" (jimpuglise@comcast.net)
7. 12:57 PM - Re: Re: A question to the American "Europeans" (Robert Borger)
8. 01:33 PM - Re: Re: A question to the American "Europeans" (craig)
9. 02:11 PM - Re: Re: A question to the American "Europeans" (jimpuglise@comcast.net)
10. 02:31 PM - Re: Re: A question to the American "Europeans" (Robert Borger)
Message 1
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| Subject: | Re: Rotax 912 iS |
It is not a drop in replacement by any means, and would require the development
of a new FWF kit as well as a new electrical (power)
system. That includes new airbox, new cowl, new exhaust, etc.
Otherwise, very nice indeed!
Ira
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383509#383509
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| Subject: | Re: 914 - rough running, and RPM drop when testing the A |
circuit
First, the check for the spark plug harness is not really visual, but a feel.
Actually a yank of at least 7 lbs to disengage the connector from the
plug. I have seen loose connections several times including on my 912s.
Next pull the top plugs for a visual and electrical inspection (ohm meter).
After that I would consider carb issues.
Good luck,
Ira
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383510#383510
Message 3
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| Subject: | Re: A question to the American "Europeans" |
In the US there is no regulatory requirement for specific type training
below 12,500 lbs or turbine.
There is usually an insurance issue however with coverage at a reasonable
price is no or minimal experience is an issue.
BTW the accidents in the NTSB report have been discussed before.
They are mostly in high performance AC like the Lancair family with
high wing loading, and able to shed airspeed at the momentary drop of
attention.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383511#383511
Message 4
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| Subject: | Re: A question to the American "Europeans" |
I am a professional flight instructor and teach almost every day. It was interesting
when I applied for my airplane insurance. The company wanted me to have
three hours in make and model. I put the word out on the web asking for somebody
to give me the three hours. I'd paid for the gas, but the only response
was from Bud. The trip out to Florida would have cost me at lease a thousand
dollars. Figure three days, one out and one back then one day for the flight.
After not getting any local help I called the Insurance company and explained
my problem. They changed the three flight hours to three hours of ground training.
I talked to Bud and took off on my first flight with the understanding
that I might not have insurance for the first three hours.
As an Instructor I have to have five hours of flight time in any aircraft that
I give instruction in. Getting those five hours have been difficult. My hangar
mate has a Cozy IV and he has asked me to fly it for the first flight, but
I don't have the time in the plane plus the insurance company is requiring 25
hours of time.
In the U.S. the insurance requirements are the main issue. Some of the better
Experiential airplane company have a team of pilots that give the would be owner
the training. I went up to VAN's and got an hour in an RV-8. Love it. The
pilot that I flew with had over a thousand hours in the RV-8 and the like products.
I have offered my services to Bud, but I don't have the mono wheel training in
the Europa. Mine is a tri- gear. Then there is the conventional gear Europa.
I have over 13 thousand hours in helicopters and airplanes. I have been to a number
of accident sites of homebuild's and went through the FAA school on home
build aircraft. It was fun as the instructors did not like the home build aircraft
and made it know during class. The biggest problem is with the builder
pilot. They have been building the aircraft for 3 to 10 years. They want to
get it flying. They have not followed the AC's. They are not current. The
aircraft as not been inspected by enough people. I believe I had over ten people
look at my plane and I'm and A&P/AI. Each one found something that need
attention. A lot of the pilots flight skills are not up to the level that they
should be. They have not taken advantage of the EAA Tech Councilor program or
the Flight Advisor program.
We had one EAA member sell his RV-6 and he offered to give the guy some flight
training in the plane before he took it home. He refused the training. He crashed
the plane on landing at his home base.
I give a class every year at the EAA West Coast flight in on "First Flight" I
only get about ten people each year. It was great this year, as that morning,
I had taken my first flight in the Europa. It only lasted six minutes, but I
had flown it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383526#383526
Message 5
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| Subject: | Re: A question to the American "Europeans" |
>
> I am a professional flight instructor and teach almost every day. It was
> interesting when I applied for my airplane insurance. The company wanted
> me to have - - - - -- ---
I am very grateful for this message (of which I quote only the beginning),
although its content is of course quite sad. It makes me understand better
why so many of these loss-of-control-in-the-air accidents happen. I can
identify with the builder-wants-to-be-the test-pilot syndrome (for lack of a
better word) - I had the same desire. I was fortunate in that I had the
possibility to attend an excellent upset recovery training course in
Phoenix, where the emphasis was as much on how to avoid loss of control as
how to regain it. We went through many silly things we all have done as
pilots, and just exaggerated them a little to provoke the stall-spin entry.
In the Extra 300 recovery was easy, but the experience was still in many
cases FRIGHTENING!
While you have over 20,000 homebuilt aircraft in the US, we only have 50
airworthy ones here in Norway (3 of which are Europas). Statistics
therefore cannot be used sensibly, it would take about 50 years to reach
100,000 accumulated flight hours, which is the normal accident rate basis
used. The number of accidents is low, and too low (and with too few
aircraft in the fleet) to make sensible statistical comparisons with
certified private aircraft in our country (abt 310 aircraft only, and they
take abt 3 years to reach 100,000 flight hours total).
EAA - and also our national chapter - are rightly advocating a fair degree
of freedom in the technical aspects of our homebuilt aircraft. When it
comes to flying them, however, I am glad that our EAA chapter has not pushed
for easing the Norwegian CAA's requirement for aircraft-specific training.
Our own life is one thing, our families' loss is quite another - not to
speak of the innocent passenger's health or life. Interestingly, our CAA
now require that one pre-departure checklist item is to brief any passenger
on the principle differences between a homebuilt and a certified aircraft,
and then asking the passenger if she/he still wants to take the flight.
Regards,
Svein
LN-SKJ
Message 6
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| Subject: | Re: A question to the American "Europeans" |
Rick-
When I explained to my insurance company that I could not get Europa time, they
let me fly a Liberty for 2 hours, instead of the Europa. Going from the Liberty
to the Europa is like moving from a Mac truck to a Porsche. I understand perfectly
what you are saying. I now have about 10 hours in my Europa but have not
flown it for four months and will try to get some more dual before I fly it
again. I did something highly illegal and went around the patch a few times with
an experienced Europa CFI in my plane before I flew it. The current structure
of the law is just not safe. I'd sure like to see EAA lobby for some better
regulations for the transition.
Jim Puglise
N283JL
----- Original Message -----
From: "AirEupora" <AirEupora@sbcglobal.net>
Sent: Wednesday, September 19, 2012 12:52:15 PM
Subject: Europa-List: Re: A question to the American "Europeans"
I am a professional flight instructor and teach almost every day. It was interesting
when I applied for my airplane insurance. The company wanted me to have
three hours in make and model. I put the word out on the web asking for somebody
to give me the three hours. I'd paid for the gas, but the only response was
from Bud. The trip out to Florida would have cost me at lease a thousand dollars.
Figure three days, one out and one back then one day for the flight. After
not getting any local help I called the Insurance company and explained my problem.
They changed the three flight hours to three hours of ground training.
I talked to Bud and took off on my first flight with the understanding that I
might not have insurance for the first three hours.
As an Instructor I have to have five hours of flight time in any aircraft that
I give instruction in. Getting those five hours have been difficult. My hangar
mate has a Cozy IV and he has asked me to fly it for the first flight, but I
don't have the time in the plane plus the insurance company is requiring 25 hours
of time.
In the U.S. the insurance requirements are the main issue. Some of the better Experiential
airplane company have a team of pilots that give the would be owner
the training. I went up to VAN's and got an hour in an RV-8. Love it. The pilot
that I flew with had over a thousand hours in the RV-8 and the like products.
I have offered my services to Bud, but I don't have the mono wheel training in
the Europa. Mine is a tri- gear. Then there is the conventional gear Europa.
I have over 13 thousand hours in helicopters and airplanes. I have been to a number
of accident sites of homebuild's and went through the FAA school on home
build aircraft. It was fun as the instructors did not like the home build aircraft
and made it know during class. The biggest problem is with the builder pilot.
They have been building the aircraft for 3 to 10 years. They want to get
it flying. They have not followed the AC's. They are not current. The aircraft
as not been inspected by enough people. I believe I had over ten people look
at my plane and I'm and A&P/AI. Each one found something that need attention.
A lot of the pilots flight skills are not up to the level that they should be.
They have not taken advantage of the EAA Tech Councilor program or the Flight
Advisor program.
We had one EAA member sell his RV-6 and he offered to give the guy some flight
training in the plane before he took it home. He refused the training. He crashed
the plane on landing at his home base.
I give a class every year at the EAA West Coast flight in on "First Flight" I only
get about ten people each year. It was great this year, as that morning, I
had taken my first flight in the Europa. It only lasted six minutes, but I had
flown it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383526#383526
Message 7
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| Subject: | Re: A question to the American "Europeans" |
Jim,
I did the same thing in my Monowheel. I read the FARs and interpreted them as
this was OK. You can only have those crew on board who are necessary for the
safe completion of the flight. I saw a CFI as being necessary for the safe completion
of the flight.
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 Sep 19, 2012, at 2:34 PM, jimpuglise@comcast.net wrote:
Rick-
When I explained to my insurance company that I could not get Europa time, they
let me fly a Liberty for 2 hours, instead of the Europa. Going from the Liberty
to the Europa is like moving from a Mac truck to a Porsche. I understand
perfectly what you are saying. I now have about 10 hours in my Europa but have
not flown it for four months and will try to get some more dual before I fly
it again. I did something highly illegal and went around the patch a few times
with an experienced Europa CFI in my plane before I flew it. The current structure
of the law is just not safe. I'd sure like to see EAA lobby for some
better regulations for the transition.
Jim Puglise
N283JL
Message 8
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| Subject: | Re: A question to the American "Europeans" |
As you said very informative post, and something to think about for those of
us
Getting close to getting in the air. In Australia our babies have a placard
fitted
Stating the aircraft is "Experimental" and not required to meet normal
airworthiness standards.
Regards and good building
craig
Message 9
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| Subject: | Re: A question to the American "Europeans" |
Bob-
That is what we figured we would tell the FAA if we were checked.=C2- Bet
ter to ask forgiveness than permission.
Jim
----- Original Message -----
From: "Robert Borger" <rlborger@mac.com>
Sent: Wednesday, September 19, 2012 3:55:47 PM
Subject: Re: Europa-List: Re: A question to the American "Europeans"
Jim,
I did the same thing in my Monowheel. =C2-I read the FARs and interpreted
them as this was OK. =C2-You can only have those crew on board who are n
ecessary for the safe completion of the flight. =C2-I saw a CFI as being
necessary for the safe completion of the flight.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster=C2-C/S Prop.
Little Toot Sport Biplane, Lycoming=C2-Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX =C2-76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Sep 19, 2012, at 2:34 PM, jimpuglise@comcast.net wrote:
Rick-
When I explained to my insurance company that I could not get Europa time,
they let me fly a Liberty for 2 hours, instead of the Europa. =C2-Going f
rom the Liberty to the Europa is like moving from a Mac truck to a Porsche.
=C2-I understand perfectly what you are saying. =C2-I now have about 1
0 hours in my Europa but have not flown it for four months and will try to
get some more dual before I fly it again. =C2-I did something highly ille
gal and went around the patch a few times with an experienced Europa CFI in
my plane before I flew it. =C2-The current structure of the law is just
not safe. =C2-I'd sure like to see EAA lobby for some better regulations
for the transition. =C2-
Jim Puglise
N283JL
Message 10
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| Subject: | Re: A question to the American "Europeans" |
Jim,
We actually had a visit from someone from the local FSDO. Explained to him what
we were doing in those terms and the fellow kinda shrugged and said it made
sense to him.
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 Sep 19, 2012, at 4:11 PM, jimpuglise@comcast.net wrote:
Bob-
That is what we figured we would tell the FAA if we were checked. Better to ask
forgiveness than permission.
Jim
From: "Robert Borger" <rlborger@mac.com>
Sent: Wednesday, September 19, 2012 3:55:47 PM
Subject: Re: Europa-List: Re: A question to the American "Europeans"
Jim,
I did the same thing in my Monowheel. I read the FARs and interpreted them as
this was OK. You can only have those crew on board who are necessary for the
safe completion of the flight. I saw a CFI as being necessary for the safe completion
of the flight.
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 Sep 19, 2012, at 2:34 PM, jimpuglise@comcast.net wrote:
Rick-
When I explained to my insurance company that I could not get Europa time, they
let me fly a Liberty for 2 hours, instead of the Europa. Going from the Liberty
to the Europa is like moving from a Mac truck to a Porsche. I understand
perfectly what you are saying. I now have about 10 hours in my Europa but have
not flown it for four months and will try to get some more dual before I fly
it again. I did something highly illegal and went around the patch a few times
with an experienced Europa CFI in my plane before I flew it. The current structure
of the law is just not safe. I'd sure like to see EAA lobby for some
better regulations for the transition.
Jim Puglise
N283JL
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