Today's Message Index:
----------------------
1. 12:40 AM - Re: Re: Cooling issues XS 914 on the ground (nigel_graham@m-tecque.co.uk)
2. 01:02 AM - Camera ports in a Europa Monowheel (Richard Lamprey)
3. 01:35 AM - Re: Re: Cooling issues XS 914 on the ground (GRAHAM SINGLETON)
4. 01:51 AM - Re: Save the date: Texel Fly-In 26th-28th August (Roland)
5. 03:03 AM - Re: Save the date: Texel Fly-In 26th-28th August (zwakie)
6. 03:15 AM - Re: Save the date: Texel Fly-In 26th-28th August (Roland)
7. 07:58 AM - Instrument panel module gathering dust? (zwakie)
8. 08:31 AM - Re: Instrument panel module gathering dust? (Steven Pitt)
Message 1
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| Subject: | Re: Cooling issues XS 914 on the ground |
Hi Remi,
The honest answer is of course "no". Until I can test fly it I won't
know for sure.
There are some historical reasons why the standard XS cowl arrangement
performs badly on the ground. When the XS was developed from the
Classic, the factory moved the engine up to give them better prop
clearance. This had the unintended consequence of forcing them to use a
smaller diameter spinner, which exposed the propeller cuffs and roots.
These cuffs thrash around during ground running producing no thrust and
a large amount of turbulent air.
The designers threw every known orifice at the new cowl; two Lo-Presti's
(popular at the time), two NACA vents (because all _real_ aeroplanes
have to have NACA vents), two louvres to complete the set and a shoe-box
underneath to keep the radiator out of the cold (I think someone added
that for a bet).
The problem when ground running is that all this swirling airmass is
largely passing across the mouths of these vents - not into them. The
Lo-Presti's are positioned adjacent to the blade roots and the radiator,
positioned way back in its duct, is sitting in stagnant air. It's not
until the aircraft reaches flying speed that the apparent wind comes
more from the front that air begins to enter the vents/ducts and the
cooling improves. This is one reason why Frans Veldman's front mounted
radiator arrangement is so much more effective. High twist blades such
as the Woodcomp have been shown to give better ground-running
temperatures because they produce a much better airflow at the blade
roots than many of the flatter blade options.
I started with the prop/spinner and worked back. I lowered the engine to
the original Classic position - but maintained the XS forward position.
This allowed me to design a much larger spinner to completely shroud the
blade cuffs and most of the blade root. This fairs seamlessly into a new
cowl that has only one duct opening. This F16 style scoop is positioned
as far down and as far back as I can practically get to collect useful
propwash and feed the radiator and engine bay duct. For the air cooled
cylinders, I have chosen not to use conventional "high drag" vent and
baffles but have shrouded the cylinders and ducted the cooling air (like
a VW Beetle). I have managed to save so much weight by eliminating the
original landing gear and engine mounting frames that I have enough
weight budget to allow for a cooling fan within this ducting - should
one prove necessary. Only time and testing will tell - but I've had a
great time doing it!
Nigel
On 23/08/2016 20:16, Remi Guerner wrote:
>
> The dimensions will be defined by
> the aircraft speed at which the cooling should be most efficient
> (climbing, full power - probably around 80kts (41 m/s)
>
>
> Hi Nigel,
> One common issue with the Europa is overheating on the ground, not in flight.
It is very tempting to optimize a cowling design for low drag as you did but
are you sure that such a design will allow the engine to be run indefinitely at
idle on the ground in the summer heat ?
> Remi
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459805#459805
>
>
Message 2
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| Subject: | Camera ports in a Europa Monowheel |
Does anyone have any ideas about the structural implications of putting two small
60mm diameter camera ports each side of the Europa monowheel classic fuselage,
to allow oblique pointing cameras at 45 degrees? Say down in the baggage
bay, where surrounding areas could be reinforced with bid, and the holes covered
with inspection panels with anchor nuts etc when not in use.
We cut long flap slots further back without issues. I am not close to my Europa
right now, but will be in a couple of weeks, so would have better ideas when
I am there.
Thanks in advance for any feedback.
Best Richard
Monowheel Classic 5Y-LRY, Kenya
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459826#459826
Message 3
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| Subject: | Re: Cooling issues XS 914 on the ground |
Remicooling on the ground is best addressed by using exhaust extraction, th
is is how
the old steam locomotives drew the air through the firebox. It's usually do
ne on Long EZs this way, the exhaust stacks are cut off inside the cowling
and draw cooling air through the fins on the cylinder head very effectively
. I could run the
160 HP Lycoming on my Long full throttle for ten minutes on a warm day befo
re reaching CHT limits.Graham
On Wednesday, 24 August 2016, 8:41, "nigel_graham@m-tecque.co.uk" <nige
l_graham@m-tecque.co.uk> wrote:
Hi Remi, The honest answer is of course "no". Until I can test fly it I
won't know for sure.
There are some historical reasons why the standard XS cowl arrangement pe
rforms badly on the ground. When the XS was developed from the Classic, the
factory moved the engine up to give them better prop clearance. This had t
he unintended consequence of forcing them to use a smaller diameter spinner
, which exposed the propeller cuffs and roots. These cuffs thrash around du
ring ground running producing no thrust and a large amount of turbulent air
.
The designers threw every known orifice at the new cowl; two Lo-Presti's
(popular at the time), two NACA vents (because all real aeroplanes have to
have NACA vents), two louvres to complete the set and a shoe-box underneath
to keep the radiator out of the cold (I think someone added that for a bet
).
The problem when ground running is that all this swirling airmass is larg
ely passing across the mouths of these vents - not into them. The Lo-Presti
's are positioned adjacent to the blade roots and the radiator, positioned
way back in its duct, is sitting in stagnant air. It's not until the aircra
ft reaches flying speed that the apparent wind comes more from the front th
at air begins to enter the vents/ducts and the cooling improves. This is on
e reason why Frans Veldman's front mounted radiator arrangement is so much
more effective. High twist blades such as the Woodcomp have been shown to g
ive better ground-running temperatures because they produce a much better a
irflow at the blade roots than many of the flatter blade options. I started
with the prop/spinner and worked back. I lowered the engine to the origina
l Classic position - but maintained the XS forward position. This allowed m
e to design a much larger spinner to completely shroud the blade cuffs and
most of the blade root. This fairs seamlessly into a new cowl that has only
one duct opening. This F16 style scoop is positioned as far down and as fa
r back as I can practically get to collect useful propwash and feed the rad
iator and engine bay duct. For the air cooled cylinders, I have chosen not
to use conventional "high drag" vent and baffles but have shrouded the cyli
nders and ducted the cooling air (like a VW Beetle). I have managed to save
so much weight by eliminating the original landing gear and engine mountin
g frames that I have enough weight budget to allow for a cooling fan within
this ducting - should one prove necessary. Only time and testing will tell
- but I've had a great time doing it!
Nigel
On 23/08/2016 20:16, Remi Guerner wrote:
The dimensions will be defined by
the aircraft speed at which the cooling should be most efficient
(climbing, full power - probably around 80kts (41 m/s)
Hi Nigel,
One common issue with the Europa is overheating on the ground, not in fligh
t. It is very tempting to optimize a cowling design for low drag as you did
but are you sure that such a design will allow the engine to be run indefi
nitely at idle on the ground in the summer heat ?
Remi
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459805#459805
Message 4
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| Subject: | Re: Save the date: Texel Fly-In 26th-28th August |
I hope, that we can make sure again to get ALL Europas parked in a row :-)
I'll land on friday early evening.
Groet
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459828#459828
Message 5
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| Subject: | Re: Save the date: Texel Fly-In 26th-28th August |
All in Europas in one row would be nice, especially if a nice number show up.
I will probably arrive early afternoon, looking forward to see you this weekend
Roland :D
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459829#459829
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| Subject: | Re: Save the date: Texel Fly-In 26th-28th August |
I seem to remember, that in previous years Tim Weert arranged that, but AFAIK he's
on holidays this year.
Anyway - I also look forward to the event, especially with such a forecast!
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459830#459830
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| Subject: | Instrument panel module gathering dust? |
Does anyone have an instrument panel module lying around gathering dust and wishes
to get rid off for a reasonable price?
Please let me know.
--------
Marcel Zwakenberg
XS TG || 912ULS || PH-SBR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459837#459837
Message 8
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| Subject: | Re: Instrument panel module gathering dust? |
I do. It belongs to the club so a contribution to club funds would be welcome.
It has been used and so has cut outs. I think it is suitable for a mono wheel
but I do not have access to it right at this minute. Call me off list later this
evening
Sent from my iPhone
> On 24 Aug 2016, at 15:57, zwakie <mz@cariama.nl> wrote:
>
>
> Does anyone have an instrument panel module lying around gathering dust and wishes
to get rid off for a reasonable price?
>
> Please let me know.
>
> --------
> Marcel Zwakenberg
> XS TG || 912ULS || PH-SBR
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=459837#459837
>
>
>
>
>
>
>
>
>
>
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