Today's Message Index:
----------------------
1. 02:06 AM - Re: Pierburg fuel pump 7.2097155 (Pete Lawless)
2. 02:22 AM - Re: Performance of 80HP compared to 100HP Rotax (Pete Lawless)
3. 04:01 AM - Re: Fire proof barrier with Jabiru Engine (Nigel Graham)
4. 04:06 AM - Re: Fire proof barrier with Jabiru Engine (Nigel Graham)
5. 04:15 AM - Re: Re: Fire proof barrier with Jabiru Engine (Alan Twigg)
6. 05:41 AM - Re: Performance of 80HP compared to 100HP Rotax (William Daniell)
7. 06:10 AM - Re: HJ 460 trip report.... (h&jeuropa)
8. 07:32 AM - Re: Performance of 80HP compared to 100HP Rotax (Pete Lawless)
9. 07:37 AM - Re: Re: HJ 460 trip report.... (William Daniell)
10. 07:38 AM - Re: Performance of 80HP compared to 100HP Rotax (William Daniell)
11. 08:21 AM - Re: Re: HJ 460 trip report.... (Robert Borger)
12. 09:07 AM - Re: Performance of 80HP compared to 100HP Rotax (Richard Lamprey)
13. 09:55 AM - =?utf-8?Q?Re:__Re:_Fire_proof_barrier_with_Jabiru_Engine? ()
14. 10:25 AM - Re: Performance of 80HP compared to 100HP Rotax (graeme bird)
15. 11:31 AM - =?utf-8?Q?Re:__Fire_proof_barrier_with_Jabiru_Engine? ()
16. 12:11 PM - Re: Fire proof barrier with Jabiru Engine (tonyvaccarella)
17. 01:46 PM - Re: Fire proof barrier with Jabiru Engine (Nigel Graham)
18. 03:00 PM - Re: Pierburg fuel pump 7.2097155 (Kingsley Hurst)
Message 1
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| Subject: | Re: Pierburg fuel pump 7.2097155 |
Thanks Kingsley
Can you just confirm you have got the new style pump to fit even though
it touches the rad?
I have kindly been offered a new old style pump so the immediate problem
has gone away.
Certainly changing to all electric would be a cheaper option than
converting to an XS front end. Either way one should be able to find a
compatible mechanical pump. What i really like about the conventional
Rotax set up is that you can loose all the electrics and the engine
continues to run.
Regards
Pete
On 12/01/2019 23:09, Kingsley Hurst wrote:
> <kingsnjan@westnet.com.au>
>
> Pete,
>
> I have the same dilemma with respect to the latest fuel pump touching
> the radiator on my Classic.
>
> I have therefore been seriously considering making the fuel system
> 'all electric' as it is with the 914 except that I will use a second
> Facet solid state fuel pump like the one originally supplied by
> Europa. Further, my thoughts are to install this new pump in parallel
> with the existing Facet pump unless I receive good advice to the
> contrary.
>
> Cheers
>
> Kingsley in Oz
>
>
> On 11.01.19 3:29 am, Pete Lawless wrote:
>>
>> Hi All
>>
>> A flashing fuel pressure light, probably caused by a failing pressure
>> sensor, got me thinking about a spare fuel pump for the 912ul in my
>> Classic.
>>
>> I believe the new Rotax pump with the drain will not fit in the
>> Classic as it touches the radiator. I looked on the Ruddies-Berlin
>> website but they do not seem to offer the 7.2097155 anymore.
>>
>> Any ideas where I might find one UK or Europe or is there an
>> alternative pump that will fit the Classic layout?
>>
>> Thanks
>>
>> Pete
>>
>>
>
>
Message 2
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| Subject: | Re: Performance of 80HP compared to 100HP Rotax |
Graeme
I totally agree with Kingsley's appraisal. AC has the standard 912 UL
with a CAP 140 variable pitch prop. This allows me to get 5,600 rpm at
start of roll, so getting as much power as possible out of the engine.
Acceleration and climb out are no problem. The only time I would like
more power is at max weight (1,300 lbs) on a hot, cross windy day, we
then get a closer look at the far hedge that I like. Initial climb when
clean is around 800 to 1,000 fpm. Cruise is 120 kts at 14 to 15 litres
per hour, depending on weight. You can wind it up to 130 but the fuel
consumption increases.
Just worth checking I seem to remember that when the weight increase mod
to 1,370 lbs was introduced that the PFA would only approve it with an
80 hp engine if using a variable pitch prop.
Pete
G-RMAC Classic mono #109
On 12/01/2019 23:49, Kingsley Hurst wrote:
> <kingsnjan@westnet.com.au>
>
> Hello Graeme,
>
> I have a Mono Classic with the 912 80HP engine with 3 tapered Warp
> Drive blades and an Airmaster CS hub.
>
> Whilst I cannot directly compare the 80 HP 912 to the 100HP 912S, I
> can say that I (along with others) am amazed how well it performs.
> The only thing that would make me consider replacing it with the 100HP
> engine is that part of flight between lift off and 90 kts. I am
> perfectly happy with the ground run but after lift off in the high
> drag configuration (flaps and gear down), 60 kts is about all I can
> get. I therefore progressively start raising the gear/flaps very soon
> after lift off and put them fully away at 60 kts. Climb rate at this
> time is minimal as it fairly slowly accelerates. At 80 kts it starts
> to climb quite nicely but by then I am well past the end of our 700m
> strip. (Exacerbating this situation is the fact that we almost always
> have a cross wind) I like to climb at 90 kts IAS and at AUW of 621
> kg, I am astounded how well it climbs to altitude averaging around 500
> fpm and sometimes more to 8,000 ft etc.
>
> A mate of mine had a tri gear with the 80 HP engine and a fixed pitch
> wooden propeller. It couldn't look at mine performance wise. I'm
> therefore of the opinion a CS prop is a necessity with the 80 HP
> especially in the hot conditions we have to endure over here.
>
> I suppose this has told you very little Graeme but I wouldn't go to
> the expense of purchasing a 912S without first trying the 912 you were
> supplied. If need be, swapping them over is a very simple exercise
> once you have forked out the $$$!!
>
> Best regards
>
> Kingsley in Oz
>
>
> On 12.01.19 8:57 pm, graeme bird wrote:-
>> I received an unused 80HP 912 with my recent part built kit with a
>> thin three blade warp drive; my own Europa is a 100HP 912ULS, can
>> anyone comment on what difference in performance I might expect. I
>> recall on my previous plane, a C42, the 80HP was less violent and
>> more economical with marginal difference in performance but that
>> might have been because it was cloth and draggy.
>>
>
>
Message 3
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| Subject: | Re: Fire proof barrier with Jabiru Engine |
Hi John,
Ive been keeping a weather (snow) eye open and so far Ive seen nothing in Meribel
to make me want to rush out. Im hoping the snow will arrive later in February
or early March when the days are longer.
Can you clarify what you mean by vent? Are you planning a NACA style inlet or something
like a moulded duct? (i.e. something that opens into the cowling rather
than projecting out into the airstream).
Either way, for a splash moulding you need a good release system so that the tooling
wont inadvertently bod to the cowl. Use Meguires No. 8 wax (about six coats
lightly polishing after drying) and PVA release agent lightly sprayed or
applied by hand with a lint free cloth. (See Easy Composites for consumables).
For the splash moulding you can use polyester resin rather than epoxy its much
cheaper and cures faster so you can crack on.
If you have it you can use Chopped Strand Mat (CSM) rather than woven glass cloth
its cheaper and easier to build up the thickness though it doesnt look so
neat. (If you dont have any you can always use woven glass cloth).
Once cured and before you crack it off - drill two position reference holes through
the splash moulding and the cowl this will enable you to secure it in exactly
the same spot using Clecos or small screws once you start using it to laminate
the new vent. (The holes in the cowl can be filled later).
Once the splash mould has cured, you can mark out and cut the required aperture
in the cowl.
>From this point on, I need to know exactly what shape duct/vent/hole you wish
to construct. Generally speaking, the best way to create a one-off vent is to
shape some blue foam into the required profile, carefully stick self-adhesive
aluminium tape (used for joining house building insulation block together) over
the surface of the foam model to form a good surface and allow it to release
after cure. Use the release agents above to coat the new foam model and the splash
moulding, secure it in place (using the locating holes you drilled earlier
and pop-rivets, Clecos or screws.
Then you can laminate the new vent from inside the cowl, having first thoroughly
de-greased and rough-sanded the surrounding bond area.
The original Europa cowl was laminated using a temperature resistant polyester
resin so that it could withstand the high engine bay temperatures. The normal
epoxu laminating resin used in the construction of the Europa (Gurit SP20/21)
will not tolerate high temperatures and will rapidly age harden and scorch.
The resin I have use for this is the polyester tooling resin called Optimould
it cures to a white colour and will withstand the sort of temperatures found under
the hood.
That should give you something to think about and get you started.
ATB
Nigel
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486920#486920
Attachments:
http://forums.matronics.com//files/mod_72__engine_mounting_frame_strengthening__mandatory_706.pdf
http://forums.matronics.com//files/mod_72__picture_of_failure_112.jpg
Message 4
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| Subject: | Re: Fire proof barrier with Jabiru Engine |
Ha! Sorry chaps .... too much builder support and too little attention to what's
in the paste buffer ...
This is the text that Ishould have posted to Tony
Hi Tony,
Jabiru powered Europas are pretty rare (I dont know of any) and Im not sure if
there are any builders who could advise you.
I think your only option is to trial fit the engine and make up your own templates
its all part of the fun of homebuild.
One thing that I did notice from your photo is that you are using a pre - January
2007 landing gear frame. These had thin-wall mounting tubes and were found
to fatigue fracture in service. Ive attach a picture of a typical failure. As
a result of this, Europa issued a mod (Mod 72) that required you to ream out the
top tubes and insert a reinforcing tube. Ive attached that instruction FYI.
Since you havent yet installed your engine, now would be a good time to strengthen
your frame.
HTH
Nigel
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486921#486921
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| Subject: | Re: Fire proof barrier with Jabiru Engine |
There is. Jabiru powered Europa in a hanger at Turweston, Andy Draper is also at
Turweston.
I was there at the weekend but could not get access to the hangar.
Try Andy, I will also try to get some photos.
Alan Twigg
Kit 463
G-GIWT
Sent from my iPhone
> On 13 Jan 2019, at 12:06, Nigel Graham <nigel_graham@m-tecque.co.uk> wrote:
>
>
> Ha! Sorry chaps .... too much builder support and too little attention to what's
in the paste buffer ...
>
> This is the text that Ishould have posted to Tony
>
> Hi Tony,
> Jabiru powered Europas are pretty rare (I dont know of any) and Im not sure if
there are any builders who could advise you.
> I think your only option is to trial fit the engine and make up your own templates
its all part of the fun of homebuild.
> One thing that I did notice from your photo is that you are using a pre - January
2007 landing gear frame. These had thin-wall mounting tubes and were found
to fatigue fracture in service. Ive attach a picture of a typical failure. As
a result of this, Europa issued a mod (Mod 72) that required you to ream out
the top tubes and insert a reinforcing tube. Ive attached that instruction FYI.
> Since you havent yet installed your engine, now would be a good time to strengthen
your frame.
> HTH
> Nigel
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=486921#486921
>
>
>
>
>
>
>
>
>
Message 6
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| Subject: | Re: Performance of 80HP compared to 100HP Rotax |
Why not fit a manual turbo to your 80hp. Then youd have power when you
need it. Total cost about usd 5k.
Will
On Sun, Jan 13, 2019, 05:24 Pete Lawless <pete@lawless.info wrote:
>
> Graeme
>
> I totally agree with Kingsley's appraisal. AC has the standard 912 UL
> with a CAP 140 variable pitch prop. This allows me to get 5,600 rpm at
> start of roll, so getting as much power as possible out of the engine.
> Acceleration and climb out are no problem. The only time I would like
> more power is at max weight (1,300 lbs) on a hot, cross windy day, we
> then get a closer look at the far hedge that I like. Initial climb when
> clean is around 800 to 1,000 fpm. Cruise is 120 kts at 14 to 15 litres
> per hour, depending on weight. You can wind it up to 130 but the fuel
> consumption increases.
>
> Just worth checking I seem to remember that when the weight increase mod
> to 1,370 lbs was introduced that the PFA would only approve it with an
> 80 hp engine if using a variable pitch prop.
>
> Pete
> G-RMAC Classic mono #109
>
>
> On 12/01/2019 23:49, Kingsley Hurst wrote:
> > <kingsnjan@westnet.com.au>
> >
> > Hello Graeme,
> >
> > I have a Mono Classic with the 912 80HP engine with 3 tapered Warp
> > Drive blades and an Airmaster CS hub.
> >
> > Whilst I cannot directly compare the 80 HP 912 to the 100HP 912S, I
> > can say that I (along with others) am amazed how well it performs.
> > The only thing that would make me consider replacing it with the 100HP
> > engine is that part of flight between lift off and 90 kts. I am
> > perfectly happy with the ground run but after lift off in the high
> > drag configuration (flaps and gear down), 60 kts is about all I can
> > get. I therefore progressively start raising the gear/flaps very soon
> > after lift off and put them fully away at 60 kts. Climb rate at this
> > time is minimal as it fairly slowly accelerates. At 80 kts it starts
> > to climb quite nicely but by then I am well past the end of our 700m
> > strip. (Exacerbating this situation is the fact that we almost always
> > have a cross wind) I like to climb at 90 kts IAS and at AUW of 621
> > kg, I am astounded how well it climbs to altitude averaging around 500
> > fpm and sometimes more to 8,000 ft etc.
> >
> > A mate of mine had a tri gear with the 80 HP engine and a fixed pitch
> > wooden propeller. It couldn't look at mine performance wise. I'm
> > therefore of the opinion a CS prop is a necessity with the 80 HP
> > especially in the hot conditions we have to endure over here.
> >
> > I suppose this has told you very little Graeme but I wouldn't go to
> > the expense of purchasing a 912S without first trying the 912 you were
> > supplied. If need be, swapping them over is a very simple exercise
> > once you have forked out the $$$=C2=A3=C2=A3=C2=A3!!
> >
> > Best regards
> >
> > Kingsley in Oz
> >
> >
> > On 12.01.19 8:57 pm, graeme bird wrote:-
> >> I received an unused 80HP 912 with my recent part built kit with a
> >> thin three blade warp drive; my own Europa is a 100HP 912ULS, can
> >> anyone comment on what difference in performance I might expect. I
> >> recall on my previous plane, a C42, the 80HP was less violent and
> >> more economical with marginal difference in performance but that
> >> might have been because it was cloth and draggy.
> >>
> >
> >
> >
> >
===========
===========
===========
===========
===========
>
>
Message 7
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| Subject: | Re: HJ 460 trip report.... |
Will,
We use Pilot Armor Sunshades in our Europa. Not only do they cut the glare, they
also reflect heat. On hot days, we position one low in the center of the windscreen
to help cool the avionics stack. You can feel the difference on the
top of the instrument module. We have 4 of the 16" x 9" ACS P/N 13-09664.
Jim & Heather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486925#486925
Message 8
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| Subject: | Re: Performance of 80HP compared to 100HP Rotax |
Will
We have the LAA to consider!
Pete
On 13/01/2019 13:40, William Daniell wrote:
> Why not fit a manual turbo to your 80hp. Then youd have power when
> you need it. Total cost about usd 5k.
> Will
>
> On Sun, Jan 13, 2019, 05:24 Pete Lawless <pete@lawless.info
> <mailto:pete@lawless.info> wrote:
>
> <mailto:pete@lawless.info>>
>
> Graeme
>
> I totally agree with Kingsley's appraisal. AC has the standard 912 UL
> with a CAP 140 variable pitch prop. This allows me to get 5,600
> rpm at
> start of roll, so getting as much power as possible out of the
> engine.
> Acceleration and climb out are no problem. The only time I would like
> more power is at max weight (1,300 lbs) on a hot, cross windy day, we
> then get a closer look at the far hedge that I like. Initial
> climb when
> clean is around 800 to 1,000 fpm. Cruise is 120 kts at 14 to 15
> litres
> per hour, depending on weight. You can wind it up to 130 but the
> fuel
> consumption increases.
>
> Just worth checking I seem to remember that when the weight
> increase mod
> to 1,370 lbs was introduced that the PFA would only approve it
> with an
> 80 hp engine if using a variable pitch prop.
>
> Pete
> G-RMAC Classic mono #109
>
>
> On 12/01/2019 23:49, Kingsley Hurst wrote:
> > <kingsnjan@westnet.com.au <mailto:kingsnjan@westnet.com.au>>
> >
> > Hello Graeme,
> >
> > I have a Mono Classic with the 912 80HP engine with 3 tapered Warp
> > Drive blades and an Airmaster CS hub.
> >
> > Whilst I cannot directly compare the 80 HP 912 to the 100HP 912S, I
> > can say that I (along with others) am amazed how well it performs.
> > The only thing that would make me consider replacing it with the
> 100HP
> > engine is that part of flight between lift off and 90 kts. I am
> > perfectly happy with the ground run but after lift off in the high
> > drag configuration (flaps and gear down), 60 kts is about all I can
> > get. I therefore progressively start raising the gear/flaps
> very soon
> > after lift off and put them fully away at 60 kts. Climb rate at
> this
> > time is minimal as it fairly slowly accelerates. At 80 kts it
> starts
> > to climb quite nicely but by then I am well past the end of our
> 700m
> > strip. (Exacerbating this situation is the fact that we almost
> always
> > have a cross wind) I like to climb at 90 kts IAS and at AUW of 621
> > kg, I am astounded how well it climbs to altitude averaging
> around 500
> > fpm and sometimes more to 8,000 ft etc.
> >
> > A mate of mine had a tri gear with the 80 HP engine and a fixed
> pitch
> > wooden propeller. It couldn't look at mine performance wise. I'm
> > therefore of the opinion a CS prop is a necessity with the 80 HP
> > especially in the hot conditions we have to endure over here.
> >
> > I suppose this has told you very little Graeme but I wouldn't go to
> > the expense of purchasing a 912S without first trying the 912
> you were
> > supplied. If need be, swapping them over is a very simple exercise
> > once you have forked out the $$$!!
> >
> > Best regards
> >
> > Kingsley in Oz
> >
> >
> > On 12.01.19 8:57 pm, graeme bird wrote:-
> >> I received an unused 80HP 912 with my recent part built kit with a
> >> thin three blade warp drive; my own Europa is a 100HP 912ULS, can
> >> anyone comment on what difference in performance I might expect. I
> >> recall on my previous plane, a C42, the 80HP was less violent and
> >> more economical with marginal difference in performance but that
> >> might have been because it was cloth and draggy.
> >>
> >
> >
> >
> >
> ==========
> pa-List" rel="noreferrer noreferrer"
> target="_blank">http://www.matronics.com/Navigator?Europa-List
> ==========
> FORUMS -
> eferrer noreferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer noreferrer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer noreferrer"
> target="_blank">http://www.matronics.com/contribution
> ==========
>
>
Message 9
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| Subject: | Re: HJ 460 trip report.... |
Excellent thanks.
We on the big plane on the way down to Liberia to install the dynon and
hopefully continue on either tuesday or even tomorrow.
So we have no means of getting supplies in costa rica.
I am hoping that the temperature will be cooler as we go further north.....
But ill def bear it in mind as soon as i have access to acs.
Will
On Sun, Jan 13, 2019, 09:12 h&jeuropa <butcher43@att.net wrote:
>
> Will,
>
> We use Pilot Armor Sunshades in our Europa. Not only do they cut the
> glare, they also reflect heat. On hot days, we position one low in the
> center of the windscreen to help cool the avionics stack. You can feel the
> difference on the top of the instrument module. We have 4 of the 16" x 9"
> ACS P/N 13-09664.
>
> Jim & Heather
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=486925#486925
>
>
Message 10
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| Subject: | Re: Performance of 80HP compared to 100HP Rotax |
Fun police....
Maybe ypu could fit it and tell them it was a funny shaped airbox......
On Sun, Jan 13, 2019, 10:34 Pete Lawless <pete@lawless.info wrote:
> Will
>
> We have the LAA to consider!
>
> Pete
> On 13/01/2019 13:40, William Daniell wrote:
>
> Why not fit a manual turbo to your 80hp. Then youd have power when you
> need it. Total cost about usd 5k.
> Will
>
> On Sun, Jan 13, 2019, 05:24 Pete Lawless <pete@lawless.info wrote:
>
>>
>> Graeme
>>
>> I totally agree with Kingsley's appraisal. AC has the standard 912 UL
>> with a CAP 140 variable pitch prop. This allows me to get 5,600 rpm at
>> start of roll, so getting as much power as possible out of the engine.
>> Acceleration and climb out are no problem. The only time I would like
>> more power is at max weight (1,300 lbs) on a hot, cross windy day, we
>> then get a closer look at the far hedge that I like. Initial climb when
>> clean is around 800 to 1,000 fpm. Cruise is 120 kts at 14 to 15 litres
>> per hour, depending on weight. You can wind it up to 130 but the fuel
>> consumption increases.
>>
>> Just worth checking I seem to remember that when the weight increase mod
>> to 1,370 lbs was introduced that the PFA would only approve it with an
>> 80 hp engine if using a variable pitch prop.
>>
>> Pete
>> G-RMAC Classic mono #109
>>
>>
>> On 12/01/2019 23:49, Kingsley Hurst wrote:
>> > <kingsnjan@westnet.com.au>
>> >
>> > Hello Graeme,
>> >
>> > I have a Mono Classic with the 912 80HP engine with 3 tapered Warp
>> > Drive blades and an Airmaster CS hub.
>> >
>> > Whilst I cannot directly compare the 80 HP 912 to the 100HP 912S, I
>> > can say that I (along with others) am amazed how well it performs.
>> > The only thing that would make me consider replacing it with the 100HP
>> > engine is that part of flight between lift off and 90 kts. I am
>> > perfectly happy with the ground run but after lift off in the high
>> > drag configuration (flaps and gear down), 60 kts is about all I can
>> > get. I therefore progressively start raising the gear/flaps very soon
>> > after lift off and put them fully away at 60 kts. Climb rate at this
>> > time is minimal as it fairly slowly accelerates. At 80 kts it starts
>> > to climb quite nicely but by then I am well past the end of our 700m
>> > strip. (Exacerbating this situation is the fact that we almost always
>> > have a cross wind) I like to climb at 90 kts IAS and at AUW of 621
>> > kg, I am astounded how well it climbs to altitude averaging around 500
>> > fpm and sometimes more to 8,000 ft etc.
>> >
>> > A mate of mine had a tri gear with the 80 HP engine and a fixed pitch
>> > wooden propeller. It couldn't look at mine performance wise. I'm
>> > therefore of the opinion a CS prop is a necessity with the 80 HP
>> > especially in the hot conditions we have to endure over here.
>> >
>> > I suppose this has told you very little Graeme but I wouldn't go to
>> > the expense of purchasing a 912S without first trying the 912 you were
>> > supplied. If need be, swapping them over is a very simple exercise
>> > once you have forked out the $$$=C2=A3=C2=A3=C2=A3!!
>> >
>> > Best regards
>> >
>> > Kingsley in Oz
>> >
>> >
>> > On 12.01.19 8:57 pm, graeme bird wrote:-
>> >> I received an unused 80HP 912 with my recent part built kit with a
>> >> thin three blade warp drive; my own Europa is a 100HP 912ULS, can
>> >> anyone comment on what difference in performance I might expect. I
>> >> recall on my previous plane, a C42, the 80HP was less violent and
>> >> more economical with marginal difference in performance but that
>> >> might have been because it was cloth and draggy.
>> >>
>> >
>> >
>> >
>> >
>> ==========
>> pa-List" rel="noreferrer noreferrer" target="_blank">
>> http://www.matronics.com/Navigator?Europa-List
>> ==========
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>> ==========
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer noreferrer" target="_blank">
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>>
>>
Message 11
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| Subject: | Re: HJ 460 trip report.... |
Will,
I can confirm Jim & Heather comment on the efficacy of the Pilot Armor Sun Screen.
I have a pair of them and they work a treat in keeping the sun off of you
and/or avionics and keeping the heat down.
Also for the iPad, the X-NAUT Active Cooling Mount works well for keeping an iPad
cool, even in the Texas summer. Its kind of pricy, but Ive not had a heat
related shutdown when using it.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop (130 hrs).
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP, Hercules Prop.
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Jan 13, 2019, at 8:09 AM, h&jeuropa <butcher43@att.net> wrote:
Will,
We use Pilot Armor Sunshades in our Europa. Not only do they cut the glare, they
also reflect heat. On hot days, we position one low in the center of the windscreen
to help cool the avionics stack. You can feel the difference on the
top of the instrument module. We have 4 of the 16" x 9" ACS P/N 13-09664.
Jim & Heather
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http://forums.matronics.com/viewtopic.php?p=486925#486925
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| Subject: | Re: Performance of 80HP compared to 100HP Rotax |
Hello Graeme,
For the last 20 years in Kenya I have been flying my Classic Mono with 80hp 912,
and standard ground-adjusted Warp Drive with narrow blades from my local strips
at 6000 above sea-level (total time on Classic 5Y-LRY, is 650 hours). With
30 Celsius thats a density altitude of about 8900. My latest prop adjustment
was about 4 years ago, putting I think 14 degrees at the tips (? will need to
check that when I get back to machine). The rationale being for fixed pitch,
rather than variable, is that there is NO Europa support from anywhere except
Europe, beyond a brutal Kenya customs-wall; so why make a complicated Europa?
When I was young and stick-like (although 6 tall), LRY would perform well with
two up, with full baggage bay reserve tank, and everything up to MAUW. But a
little sluggish on take-off; on hard surface about 650 m before lift off (which
is good for your mono/ tailwheel skills), half retract flaps until 70 kts, and
slow climb out at 250 fpm. I also fly small Cessnas (eg 182, 206, non-turbo)
, and you get used to this sluggishness at this altitude, but flying visitors
from Europe sometimes find it quite scary.
Later, when I married a beautiful woman with amazing cooking, had children and
became more desk-bound supporting the above, I put on 15 kg. So now for safety
I fly 5Y-LRY myself only up to about 1150 lbs, maybe just getting cautious with
old age. Usually OK, but takeoff occasionally a bit marginal, especially
on soft grass airfields after rain.
Hope this is useful,
Best
Richard
Kenya
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| Subject: | Re: f-8?Q?Re:_Europa-List:_Re:_Fire_proof_barrier_with_Jabiru_Engine? |
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| Subject: | Re: Performance of 80HP compared to 100HP Rotax |
Thanks all. CS prop. agh more expense, weight and complexity. I guess I can try
actually by flying my current one off at 80%. To be honest though I generally
accelerate to TO at about 5600-5700 rpm reducing to 5400 when airborne and 5000
ish when cruising so I could maybe get near the same by working the engine
a bit harder.
--------
Graeme Bird
G-UMPY - Mono Classic/XS FFW 912S, Woodcomp SR3000/3W CS, trutrak Gemini 2 axis
AP, PAW, PFLARM core, ads-b out, 8.33khz, mode S, FP-5, Aera500, SD on Nexus,
Smart A3
350 hours & 6 years on the Mono, 930 total
g(at)gdbmk.co.uk
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| Subject: | Re: f-8?Q?Re:_Europa-List:_Fire_proof_barrier_with_Jabiru_Engine? |
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Message 16
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| Subject: | Re: Fire proof barrier with Jabiru Engine |
Good morning Mike,
Thank you for the additional information and pictures which were most helpful.
I too have the Bob Berubes landing gear. Your images are detailed and I think
I can replicate what you have done. Your support is much appreciated.
Knowing that I'm not the first builder that has had to resolve this problem makes
me feel more confident to tackle the issue.
I'll be in the USA later this week to enjoy your much cooler temperatures - a relief
from the hot temperatures here in Australia.
Thanks once again.
Regards,
Tony
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486939#486939
Message 17
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| Subject: | Re: Fire proof barrier with Jabiru Engine |
My personal opinion is yes. The reinforcing tubes supplied by the factory as part
of the Mod 72 kit were about 100mm (4.0) long as I remember. This was intended
to span the area known to fail on the top two tubes.
The latest spate of failures is occurring further inboard on the lower tubes. For
anyone with a pre 2007 frame, I would suggest reinforcing all four landing
gear mounting tubes for their full length. After January 2007, the factory produced
the LG01 frame with thicker walled top tubes, so in this case, only the
lower tubes would need reinforcing.
I am currently overhauling a mono and am actually in the process of writing up
this mod to gain approval from our own regulating authority.
I notice that you fly a conventional gear. Since the landing load paths are completely
different, I would think that you are highly unlikely to suffer from fractured
lower tubes, so this discussion is probably academic in your case.
Nigel
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486943#486943
Message 18
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| Subject: | Re: Pierburg fuel pump 7.2097155 |
On 13.01.19 8:05 pm, Pete Lawless wrote:
< Can you just confirm you have got the new style pump to fit even
though it touches the rad?
/No I don't have the new pump Pete, I just took measurements from
another aircraft that did have one./
< What i really like about the conventional Rotax set up is that you can
loose all the electrics and the engine continues to run.
/I wouldn't argue with that!/
/Cheers again/
/Kingsley/
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