Today's Message Index:
----------------------
1. 12:04 AM - Routing to and from Duxford (Sidsel & Svein Johnsen)
2. 12:17 AM - Re: Geotagging - Gumpys Day Out Scotland (Duncan & Ami)
3. 12:44 AM - Re: Routing to and from Duxford (David Watts)
4. 12:50 AM - Re: fuel return line restrictor (Remi Guerner)
5. 01:25 AM - Re: Re: fuel return line restrictor (GRAHAM SINGLETON)
6. 01:41 AM - Re: fuel return line restrictor (Duncan & Ami)
7. 01:59 AM - Re: Routing to and from Duxford (David Joyce)
8. 08:31 AM - SV: Routing to and from Duxford (Sidsel & Svein Johnsen)
9. 09:15 AM - wing lift/drag pins (sue hyde)
10. 09:53 AM - AW: Airplast Propeller (UVTREITH)
11. 11:01 AM - Re: SV: Routing to and from Duxford (David Joyce)
12. 11:06 AM - Re: wing lift/drag pins (David Joyce)
13. 02:26 PM - Club AGM (Steven Pitt)
14. 10:50 PM - SV: SV: Routing to and from Duxford (Sidsel & Svein Johnsen)
15. 11:54 PM - Re: wing lift/drag pins (sue hyde)
Message 1
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| Subject: | Routing to and from Duxford |
My long planned flight to the Europa event at Popham was very regrettably
cancelled due to bad weather forecast en route from Norway.
But clear skies are definitely ahead! Stephan and I are planning to fly our
Europas to Duxford EGSU for the big event in mid-July (arriving Friday,
leaving Monday to avoid the worst traffic, parking & hotel reservations are
already made).
Coming across the Channel at Dover, it looks straight-forward to fly clear
of Stansted CTR/CTA to the east and later north. How about London TMA, any
special issues to be aware of?
After Duxford, we plan to fly to Bembridge EGHJ on Isle of Wight. What
would be a good route to follow on this leg?
We will be very grateful for any good advice.
To those of you having made it to Popham/doing the preflight inspection now
to fly there: Enjoy the day!
Regards,
Svein
LN-SKJ
Message 2
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| Subject: | Geotagging - Gumpys Day Out Scotland |
Carl,
Cheaper still would be to compare the time details on the photo with your
navigational GPS track log, which will also tell which way you were pointed
at the time!
Duncan McF.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Carl Pattinson
Sent: 21 June 2013 19:07
Subject: Europa-List: Geotagging - Gumpys Day Out Scotland
--> <carl@flyers.freeserve.co.uk>
I was curious to know the exact location of Graeme's recent photos but as
yet most cameras dont log this information. Most cameras now log time,
date, Camera make and a whole load of other data but not lat and long (or
altitude lol - am I asking too much? )
With retirement imminent we are looking to get much more flying in this next
year.
I told the Mrs (Dot) that she needs to get to grips with my new Canon SLR so
that we can keep a pictorial record of our flying adventures (to come ).
She pointed out that one aerial pic looks much the same as another and it
would be a good idea to identify where a picture was taken - shame she
didnt mention it before we purchased the camera. The fact is that few
cameras (with the exception of mobile phones) have a Geo-tagging facility.
Canon offer a solution but at 250 for that accessory was looking a bit
steep.
Enter Eye-Fi http://www.eye.fi/ its a SD memory card with a built in
Wi-Fi transmitter
Although not real time Geo Tagging (and we know the Europa is a speedy bird)
this wirelessly transmits images directly from the camera to a memory card
on your mobile phone. This can be done automatically as soon as the picture
is taken. Once the phone logs the image it can Geo-tag it automatically
using the phones GPS data.
For 30 this sounds like a fairly neat solution (Amazon) and should work
with any camera using a SD card which most cameras do.
I would be interested to know if any other Europhiles use Geo-Tagging to log
their airborne (or other) photos and if so what means used to log the data.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of graeme bird
Sent: 20 June 2013 22:02
Subject: Europa-List: Re: Gumpys Day Out Scotland
Sorry that should have been 114 litres
Another pic from Cumbria, tried to resize it
--------
Graeme Bird
G-UMPY
Mono 912S/Woodcomp 3000/3W
Newby: 55 hours 1 year
g(at)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=403056#403056
Attachments:
http://forums.matronics.com//files/dsc03287_a_134.jpg
Message 3
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| Subject: | Re: Routing to and from Duxford |
Svein,
Your routing to Duxford is good and you will just have to stay below the Lon
don TMA which is sometimes as low as 2000 ft on your route. No need to talk t
o London/Heathrow but if you wanted you could talk to either Farnborough Nor
th or Essex Radar.
As for the Duxford/Bembridge flight you could route south to BPK, staying be
low the London TMA at 2500 ft then route west and south around the Heathrow z
one. If you talked to Farnborough North and Farnborough West they would almo
st certainly allow you to route overhead Farnborough. The route is then stra
ightforward south to Bembridge. Don't forget to PPR them as per their websit
e.
David Watts G-BXDY
On 22 Jun 2013, at 08:04, "Sidsel & Svein Johnsen" <sidsel.svein@oslo.online
.no> wrote:
> My long planned flight to the Europa event at Popham was very regrettably c
ancelled due to bad weather forecast en route from Norway.
>
> But clear skies are definitely ahead! Stephan and I are planning to fly o
ur Europas to Duxford EGSU for the big event in mid-July (arriving Friday, l
eaving Monday to avoid the worst traffic, parking & hotel reservations are a
lready made).
>
> Coming across the Channel at Dover, it looks straight-forward to fly clear
of Stansted CTR/CTA to the east and later north. How about London TMA, any
special issues to be aware of?
>
> After Duxford, we plan to fly to Bembridge EGHJ on Isle of Wight. What wo
uld be a good route to follow on this leg?
>
> We will be very grateful for any good advice.
>
> To those of you having made it to Popham/doing the preflight inspection no
w to fly there: Enjoy the day!
>
> Regards,
> Svein
> LN-SKJ
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 4
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| Subject: | Re: fuel return line restrictor |
Rowland,
I have tested several restrictor diameters from .35 to .8 mm. Here are my conclusions
:
The restrictor diameter affects the fuel pressure, but not as much as you would
think. Even with a plugged return line you barely see a higher fuel pressure.
Of course the return flow is greatly affected. Return flow with the .7mm restrictor
is four times the flow with .35. Obviously, the higher the return flow the
better, for vapor suppression, provided that the pressure is within the specified
range.
The .35 restrictor is easily plugged by debris. This happened to me twice.
If you build your fuel system as described in the Europa Manual, using the .7
mm restrictor as supplied with the kit works the best.
Personnally after 8 years, 700 engine hours of testing different configurations
of the fuel system, I am back to the .7 mm restrictor.
Now, why Europa specifies .7mm while Rotax says .35 ? This may be because in the
Europa, the return line goes to the bottom of the tank while the Rotax diameter
is designed for aircraft whose return line goes to the top of the tank, which
is the case in most other aircraft. I believe that returning to the bottom
of the tank offers more resistance, so a bigger diameter is necessary to ease
the flow ? It would be interresting to hear the Europa designers on that subject.
Regards
Remi
F-PGKL, XS Monowheel, 912ULS, 1018 airframe hours
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=403137#403137
Message 5
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| Subject: | Re: fuel return line restrictor |
Remi=0AI think it makes more sense for the return to go to the top of the t
ank, at the bottom warm fuel can be taken straight back to the engine.=0ATh
at's how I always did it anyway and never had a problem.=0AFuel gets heated
while it is in the engine driven pump, when the engine is hot the pump can
be as much as 75deg C.=0AWith low fuel flow, when taxiing for example, fue
l will heat up to vaporization point. Jabiru engine is problematic , isn't
the pump buried at the back of the engine?-=0AGraham=0A=0A_______________
_________________=0A From: Remi Guerner <air.guerner@orange.fr>=0ATo: europ
a-list@matronics.com =0ASent: Saturday, 22 June 2013, 8:50=0ASubject: Europ
a-List: Re: fuel return line restrictor=0A =0A=0A--> Europa-List message po
sted by: "Remi Guerner" <air.guerner@orange.fr>=0A=0ARowland,=0AI have test
ed several restrictor diameters- from .35 to .8 mm.- Here are my conclu
sions :=0AThe restrictor diameter- affects the fuel pressure, but not as
much as you would think. Even with a plugged return line you barely see a h
igher fuel pressure.=0AOf course the return flow is greatly affected. Retur
n flow with the .7mm restrictor is four times the flow with .35. Obviously,
the higher the return flow the better, for vapor suppression, provided tha
t the pressure is within the specified range.=0AThe .35 restrictor is easil
y plugged by debris. This happened to me twice. =0AIf you build your- fue
l system as described in the Europa Manual, using the .7 mm restrictor as s
upplied with the kit works the best.=0APersonnally after 8 years, 700 engin
e hours of testing different configurations of the fuel system, I am back t
o the .7 mm restrictor.=0ANow, why Europa specifies .7mm while Rotax says .
35 ?- This may be because in the Europa, the return line goes to the bott
om of the tank while the Rotax diameter is designed for aircraft whose retu
rn line goes to the top of the tank, which is the case in most other aircra
ft. I believe that returning to the bottom of the tank- offers more resis
tance, so a bigger diameter is necessary to ease the flow ?- It would be
interresting to hear the Europa designers on that subject. =0ARegards=0ARem
i=0AF-PGKL, XS Monowheel, 912ULS, 1018 airframe hours=0A=0A=0A=0A=0ARead th
is topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=40
=
Message 6
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| Subject: | fuel return line restrictor |
Rowland,
The restrictor orifice dimension you quote is the stock Europa size, i.e.
about twice what Rotax recommend, and what everyone else has!
Duncan McF
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Rowland Carson
Sent: 21 June 2013 18:20
Subject: Europa-List: fuel return line restrictor
--> <rowlandcarson@gmail.com>
While delving into the various Rotax manuals in pursuit of information about
the fuel manifold, I noted the dimensions of the restrictor in the fuel
return line - 0.35mm ID.
I have been considering the most elegant way to incorporate the restrictor
supplied by Europa (FS02) into my home-brewed alternative to the Rotax
manifold and so checked its dimensions. I find that the restrictor hole will
easily pass a number 71 drill bit, but barely accepts the shank of a number
70 drill bit. So I deduce that the orifice is about 0.7mm ID, ie twice the
diameter of the Rotax one.
Why should Europa have supplied a different size of restrictor from that
called out by Rotax?
Looks as though the Rotax orifice will (in any otherwise identical
circumstance) allow the fuel pressure to build up slightly higher, and
return less fuel to the tank, than the Europa one. It might just make the
difference between pass and fail in a fuel flow test.
Has anyone had any issues traceable to this difference between the
Europa-supplied restrictor and the Rotax one?
I might consider machining up my own manifold (obviously I'm heading into
deep water with LAA engineering here) and if so, which size of orifice
should I incorporate? Should it be removable, rather than integral, to allow
fine-tuning of fuel pressure?
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 7
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| Subject: | Re: Routing to and from Duxford |
Svein, The only strong advice is not to bust their
airspace - they get rather vindictive! If I am routing
north of Stanstead down to Dover I would probably go
Duxford / Wratting Common / Overhead Earls Colne /
overhead Southend / DVR. There is a listening squawk for
Stanstead of 0013, listening in on their frequency of
120.625 which is worth using whilst you are close to their
boundary ( You do not contact them - just listen in - they
are then much more relaxed if you chose to go really close
to their boundary). Earls Colne is fairly quiet and you do
not need to contact them as long as you are well clear of
the top of their ATZ, but Southend is busy and runs a
radar service. They are very helpful and it is well worth
talking to them from 10 miles out and asking for a basic
service. You can also get a radar service from Manston,
but I don't usually bother and talk to London Info instead
(124.60)
Sorry not to see you this W/E but weather is not the
best!
Regards, David Joyce, G-XSDJ
On Sat, 22 Jun 2013 09:04:00 +0200
"Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
wrote:
> My long planned flight to the Europa event at Popham was
>very regrettably
> cancelled due to bad weather forecast en route from
>Norway.
>
>
>
> But clear skies are definitely ahead! Stephan and I are
>planning to fly our
> Europas to Duxford EGSU for the big event in mid-July
>(arriving Friday,
> leaving Monday to avoid the worst traffic, parking &
>hotel reservations are
> already made).
>
>
>
> Coming across the Channel at Dover, it looks
>straight-forward to fly clear
> of Stansted CTR/CTA to the east and later north. How
>about London TMA, any
> special issues to be aware of?
>
>
>
> After Duxford, we plan to fly to Bembridge EGHJ on Isle
>of Wight. What
> would be a good route to follow on this leg?
>
>
>
> We will be very grateful for any good advice.
>
>
>
> To those of you having made it to Popham/doing the
>preflight inspection now
> to fly there: Enjoy the day!
>
>
>
> Regards,
>
> Svein
>
> LN-SKJ
>
Message 8
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| Subject: | Routing to and from Duxford |
Thank you very much, David W. and David J., for the good info from both of
you.
David J.: As we are most probably approaching DVR from Holland through
Belgian and French airspace - yes, the Belgian permit is obtained and paid
for :-( - on a VFR flight plan, we would prefer to be in contact with the
appropriate ATC (basic service) also on our way up to Duxford, passing the
points that you mention, but in the reverse order. Keeping a steady track
that at no point indicates that we intend to cut a corner through Stansted
TMZ, I assume that we just remain on the ATC frequency and with whatever
squawk they give us along the way?
Regards
Svein
Message 9
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| Subject: | wing lift/drag pins |
I have recently purchased a Europa and there is a little for/aft movement o
n the pip pin socket mount . Is this usual?
Message 10
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| Subject: | Airplast Propeller |
Graham, Alan and Kees,
Many thanks for your help and info concerning the "approach" to Airplast.
We will work on that.
Best Regards,
Bruno
_____
Von: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] Im Auftrag von UVTREITH
Gesendet: Freitag, 21. Juni 2013 01:08
An: europa-list@matronics.com
Betreff: Europa-List: Airplast Propeller
Hi Europa Family,
I would like to know more about Airplast Propeller.
The only information, which I can find within the web is only in French and
without contacts.
Are there information in English available and who is the person which I
could contact for repair and/or purchase reasons?
Many thanks for help.
Bruno Reith
Monowheel XS-Mercedes-Brabus engine-Warp Drive
Message 11
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| Subject: | Re: Routing to and from Duxford |
Svein, In the vicinity you tune into Stansted on 120.625
and squawk 0013 WITHOUT talking to them, and with mode C
(or S if you have it). If they think you are too close or
are heading into their space they may radio 'plane
overhead XXX contact us on frequency YYY.' It is a system
quite widespread in the UK called Listening Squawks, you
do not need to talk to them at all, but they can contact
you if they think you are heading into trouble. If you
want to actually talk to someone then you can talk to
London Info anywhere in UK and they will give you local
QNH or weather at your destination if you ask them. I will
copy the CAA leaflet on Listening Squawks to you and
include it on the Europa website.
Regards, David Joyce, G-XSDJ
On Sat, 22 Jun 2013 17:30:40 +0200
"Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
wrote:
>Johnsen" <sidsel.svein@oslo.online.no>
>
> Thank you very much, David W. and David J., for the good
>info from both of
> you.
>
> David J.: As we are most probably approaching DVR from
>Holland through
> Belgian and French airspace - yes, the Belgian permit is
>obtained and paid
> for :-( - on a VFR flight plan, we would prefer to be in
>contact with the
> appropriate ATC (basic service) also on our way up to
>Duxford, passing the
> points that you mention, but in the reverse order.
> Keeping a steady track
> that at no point indicates that we intend to cut a
>corner through Stansted
> TMZ, I assume that we just remain on the ATC frequency
>and with whatever
> squawk they give us along the way?
>
> Regards
> Svein
>
>
>Un/Subscription,
>Forums!
>Admin.
>
>
>
Message 12
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| Subject: | Re: wing lift/drag pins |
Sue, the socket is able to pivot in a wing flapping mode,
but otherwise should be very tight in its fore Nd aft
retaining shoulders and they should be absolutely rigidly
fixed to the underlying wood & composite mount. It does
not sound entirely healthy from your description and I
would strongly advise you get an inspector to look at it
before you take to the air.
Regards, David Joyce, G- XSDJ
On Sat, 22 Jun 2013 17:15:15 +0100 (BST)
sue hyde <hyde.interiors@btinternet.com> wrote:
> I have recently purchased a Europa and there is a little
>for/aft movement on the pip pin socket mount . Is this
>usual?
Message 13
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To all of those who sent your apologies thank you. It seems as if the
weather throughout the world has been problematic today, ranging from Sleap,
Christchurch in New Zealand, Bordeaux, Holland, and definitely Popham (not
forgetting Calgary and India).
Well the AGM went ahead and we had two Europas fly in today, Goff Moore in a
trigear and our intrepid Events co-coordinator David Joyce in his monowheel-
well done guys and hopefully you arrived home in one piece. Winds were
gusting 30 plus knots and the rain squalls were unpredictable to say the
least.
There was a larger attendance than I could have hoped for, in the weather
circumstances, so thank you to you all for taking the trouble and time to
drive to Popham. It was an interesting if, at times, challenging meeting but
then you would all hope that the membership can make the Committee account
for its actions and decisions.
Thank you to all the Committee for their support and especially Nigel
Graham, and retired Chairman Dave Bosomworth, for their sterling efforts at
the Barbeque.
More news will come out once the minutes have been compiled but for those
who have expressed concerns about Ian Rickard, the good news is that he and
Irene attended the AGM and BBQ and Ian is making good progress and was well
received by your co members.
In order to assist Ian with his recovery, the Committee has agreed with Ian
and Irene to appoint Nigel Graham as Ian's assistant Mods Rep and his exact
role will be clarified and reported shortly.
Enough for now but once again thank you.
Regards
Steve Pitt
Chairman, Europa Club
Message 14
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| Subject: | Routing to and from Duxford |
Thank you very much for the clarification, David. WILCO! Looking forward
to receiving the copy of the CAA leaflet.
Regards
Svein
Message 15
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| Subject: | Re: wing lift/drag pins |
Many thanks for the reply but I misled you with my description. The play I
am talking about can be felt on the tip of the main wings when manouvering
the aeroplane and appears to be on the rear drag pin/pip pin area. The sock
et is secure to the fuselage and the drag pin is secure to the wing. there
- is just a little play in the swivel of the socket=0A=0A=0A=0A__________
______________________=0AFrom: David Joyce <davidjoyce@doctors.org.uk>=0ATo
: europa-list@matronics.com =0ASent: Saturday, 22 June 2013, 19:06=0ASubjec
t: Re: Europa-List: wing lift/drag pins=0A=0A=0A--> Europa-List message pos
ted by: "David Joyce" <davidjoyce@doctors.org.uk>=0A=0A=0ASue, the socket i
s able to pivot in a wing flapping mode, but otherwise should be very tight
in its fore Nd aft retaining shoulders and they should be absolutely rigid
ly fixed to the underlying wood & composite mount. It does not sound entire
ly healthy from your description and I would strongly advise you get an ins
pector to look at it before you take to the air.=0ARegards, David Joyce, G-
XSDJ=0A=0AOn Sat, 22 Jun 2013 17:15:15 +0100 (BST)=0Asue hyde <hyde.interi
ors@btinternet.com> wrote:=0A> I have recently purchased a Europa and there
is a little for/aft movement on the pip pin socket mount . Is this usual?
===============
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