Today's Message Index:
----------------------
1. 03:42 AM - DOTH Sunday 30 May North Coates (davidjoyce@doctors.org.uk)
2. 07:06 AM - Vents (again) (Erich Trombley)
3. 07:38 AM - De-Coupling Flaps & Outriggers (Erich Trombley)
4. 07:38 AM - De-Coupling Flaps & Outriggers (Erich Trombley)
5. 08:56 AM - Europa Monowheel - Cross Country Flying Machine (Erich Trombley)
6. 10:15 AM - Lifted aircraft nose. (John Kirkgaard)
7. 02:05 PM - Re: Lifted aircraft nose. (Bud Yerly)
8. 02:09 PM - Re: Europa Monowheel - Cross Country Flying Machine (timward)
9. 03:54 PM - How to disconnect flap actuator from FL26 (Chris Callicott)
Message 1
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Subject: | DOTH Sunday 30 May North Coates |
Houlihan and I plan to go to N Coates tomorrow (S side of Humber
Estuary) arriving around midday. Acclaimed as a 'great little airfield'
with the 'best bacon butty south of the Humber' and a small museum, on
Sky Demon. PPR needed. Hope to see some of you there.
David Joyce, GXSDJ
Message 2
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Chris,
I installed a NACA vent on the lower cowl on the port side (see picture
below). The NACA feeds a 2=9D SCAT tube which ties into a plenum
that feeds two eye ball vents in the center stack of the instrument pane
l. The vents are fully adjustable and work extremely well, even in the
hot desert southwest where I live.
Erich
N28ET
Classic Mono 914
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Subject: | De-Coupling Flaps & Outriggers |
=EF=BBHello James,
I de-coupled my flaps and outriggers during the initial build. That sai
d, my outriggers are not stock, rather my own design that retract flush
into the wings. I use a linear actuator to raise and lower the outrigge
rs which are interlocked with the main gear. For the the flaps I insta
lled the tri-gear flap motor which has worked well. The installation ca
n be done as a retro fit, albeit with a lot of work.
Below is a photo taken at Oshkosh. I had just taken off and was in the
process of raising the gear and flaps when the photo was taken. Another
second or so and the plane would have been cleaned up. Oh well, it
=99s still a great photo.
Erich Trombley
N28ET Classic Mono 914
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Message 4
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Subject: | De-Coupling Flaps & Outriggers |
=EF=BBHello James,
I de-coupled my flaps and outriggers during the initial build. That sai
d, my outriggers are not stock, rather my own design that retract flush
into the wings. I use a linear actuator to raise and lower the outrigge
rs which are interlocked with the main gear. For the the flaps I insta
lled the tri-gear flap motor which has worked well. The installation ca
n be done as a retro fit, albeit with a lot of work.
Below is a photo taken at Oshkosh. I had just taken off and was in the
process of raising the gear and flaps when the photo was taken. Another
second or so and the plane would have been cleaned up. Oh well, it
=99s still a great photo.
Erich Trombley
N28ET Classic Mono 914
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Message 5
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Subject: | Europa Monowheel - Cross Country Flying Machine |
Hello Chris,
You inquired about the utility of the Europa Monowheel as a cross countr
y plane, specifically as it pertains to winds. In the eighteenth years
of flying my Monowheel all over the United States I have never been grou
nded due to high winds other than flying into my home field. I have lan
ded the mono in some pretty strong and gusty winds flying in the desert
southwest during the summer months.
Gusts are certainly the biggest concern with the Europa or any other sma
ll plane for that matter. Just last week we had a Piper Arrow crash on
landing due to strong gusting winds. The pilot was flying into Las Vega
s from Southern California. The plane was totaled. See photo below.
I landed in similar conditions a couple of months ago. On the first lan
ding I had just touched down when I was launched back into the air by a
gust. The wind was 18 kts gusting 30 kts with a 50 degree crosswind fro
m the right. Rather than try and save the landing I did a go-around.
The tower ask me to state my intentions. I told him I would give it on
e more try before heading to another field in the area with more favorab
le wind conditions. Las Vegas is in a bowl with mountains surrounding
the valley. Fortunately, we have a couple of airports on the other side
of the mountains which make for good alternates which I have availed my
self to on occasion (especially if the wife is on board as she hates the
bumps).
I came around for the second attempt and fought it all the way down to t
he ground. The gusts were horrendous. I was jockeying the power like a
fighter pilot making a carrier landing. I was carrying quite a bit of
power when I crossed the threshold. Flying just a foot or so off the ru
nway I chopped the power and set the plane down. I am sure it wasn
=99t pretty but I did get her landed. The tower commented on the gusty
conditions and I responded, =9CI think I found the limits of the
plane.=9D
I have landed in steady winds up to 35 kts with varying crosswinds. I l
and using the crab technique, kicking out the tail and lining up with th
e centerline during the flare and aileron to control drift. If I can st
raighten out the plane with the rudder on short final I will attempt the
landing. If not, then I am landing at another airport. BTW, I make al
l my landings with full flaps regardless of the winds. I do, however, t
ake off with partial flaps though.
The Europa is a marvelous cross country plane and I wouldn=99t hes
itate taking it anywhere. That=99s not to say I don=99t ta
ke the weather and winds into consideration, I do. In fact, I have have
made plenty of unplanned layovers due to weather. It=99s the old
adage, =9CIf you fly by air, have time to spare.=9D The Eu
ropa has its limitations just like any other small plane. Plan accordi
ngly.
Blue skies,
Erich Trombley
N28ET Classic Mono 914
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Message 6
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Subject: | Lifted aircraft nose. |
I have found that the previous owner of my Canadian imported Europa XS
have extended the vertical nose wheel spindle 50 mm and installed a 50 mm spacer.
That means that the nose is lifted 50 mm up leaving the plane in a more
nose up attitude when it's on the ground, and off course the wings in a higher
AOA.
It's probable done to give more prop clearance for the 68" Woodcomp 3000/2
propeller.
Have anyone of you had experience with the behavior of the aircraft during
take off and landing with the nose gear lowered this 50 mm.
I can't really see if it matters or not.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=502102#502102
Message 7
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Subject: | Lifted aircraft nose. |
Ah the longer prop is better modification.
If you retain the Woodcomp at 68 inches you will cut off the back of wheel
pant if you pull it backwards and run the prop/engine on the ground.
By adding a 50mm to the spindle and a spacer, he may have changed the geome
try of the antifriction plate to the horizon. This angles the spindle back
and changes the castor angle and the shimmy dampener is slightly affected.
You will just have to flare completely to prevent banging down on the nosew
heel first. With full flaps and attempting to stick the plane on to the ru
nway above a normal landing speed of 45-50 KIAS you will most likely hit th
e nose wheel first and porpoise. Not good for any aircraft.
>From an inspection standpoint I would say pay attention to the shimmy dampe
ner plastic plate for uneven wear, and your bolts going through the gear le
g for looseness and elongation. IF the bolts loosen, remove them, and chec
k the holes have not become elongated or the bolts necked down from wear.
Increasing the ground clearance by jacking the nose up is normally not done
. Today=92s composite propeller manufacturers gain very little in increasi
ng the blade length beyond 67 inches on a Rotax except for STOL operations.
The loss in cruise speed between a 68 to 70 inch Whirlwind and a 64 inch
Whirlwind is about one knot at cruise and takeoff distance is not affected
in the constant speed prop as the added pitch accelerates about equally. I
n STOL aircraft, a longer blade means a bit shorter takeoff but absolutely
a very much lower top end. In a glass airplane, like the Europa or Lancair
235, cruise speed difference between a 68 and 64 doesn=92t matter. It is
the pitch/twist of the blade on a fixed pitch and on a constant speed prop,
the pitch is in the hub. See my website for selecting a propeller for you
r Rotax engine.
Just my opinion,
Bud Yerly
-----Original Message-----
From: owner-europa-list-server@matronics.com <owner-europa-list-server@matr
onics.com> On Behalf Of John Kirkgaard
Sent: Saturday, May 29, 2021 1:15 PM
Subject: Europa-List: Lifted aircraft nose.
com<mailto:john.kirkegaard@gmail.com>>
I have found that the previous owner of my Canadian imported Europa XS
have extended the vertical nose wheel spindle 50 mm and installed a 50 mm s
pacer.
That means that the nose is lifted 50 mm up leaving the plane in a more
nose up attitude when it's on the ground, and off course the wings in a hig
her AOA.
It's probable done to give more prop clearance for the 68" Woodcomp 3000/2
propeller.
Have anyone of you had experience with the behavior of the aircraft during
take off and landing with the nose gear lowered this 50 mm.
I can't really see if it matters or not.
Read this topic online here:
https://na01.safelinks.protection.outlook.com/?url=http%3A%2F%2Fforums.ma
tronics.com%2Fviewtopic.php%3Fp%3D502102%23502102&data=04%7C01%7C%7C7
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Message 8
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Subject: | Re: Europa Monowheel - Cross Country Flying Machine |
Great comments Erich. I can stand by everything you have said.
Meet up again next Oshkosh, if planned to go ahead, and I have been vaccinat
ed!
Cheers,
Tim
Sent from my iPad
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8052
New Zealand.
ward.t@xtra.co.nz
021 0640221
> On 30/05/2021, at 4:10 AM, Erich Trombley <erichdtrombley@juno.com> wrote:
>
> =EF=BBHello Chris,
>
> You inquired about the utility of the Europa Monowheel as a cross country p
lane, specifically as it pertains to winds. In the eighteenth years of flyi
ng my Monowheel all over the United States I have never been grounded due to
high winds other than flying into my home field. I have landed the mono in
some pretty strong and gusty winds flying in the desert southwest during th
e summer months.
>
> Gusts are certainly the biggest concern with the Europa or any other small
plane for that matter. Just last week we had a Piper Arrow crash on landin
g due to strong gusting winds. The pilot was flying into Las Vegas from Sou
thern California. The plane was totaled. See photo below.
>
> I landed in similar conditions a couple of months ago. On the first landi
ng I had just touched down when I was launched back into the air by a gust.
The wind was 18 kts gusting 30 kts with a 50 degree crosswind from the righ
t. Rather than try and save the landing I did a go-around. The tower ask
me to state my intentions. I told him I would give it one more try before h
eading to another field in the area with more favorable wind conditions. L
as Vegas is in a bowl with mountains surrounding the valley. Fortunately, w
e have a couple of airports on the other side of the mountains which make fo
r good alternates which I have availed myself to on occasion (especially if t
he wife is on board as she hates the bumps).
>
> I came around for the second attempt and fought it all the way down to the
ground. The gusts were horrendous. I was jockeying the power like a fight
er pilot making a carrier landing. I was carrying quite a bit of power when
I crossed the threshold. Flying just a foot or so off the runway I chopped
the power and set the plane down. I am sure it wasn=99t pretty but I
did get her landed. The tower commented on the gusty conditions and I resp
onded, =9CI think I found the limits of the plane.=9D
>
> I have landed in steady winds up to 35 kts with varying crosswinds. I lan
d using the crab technique, kicking out the tail and lining up with the cent
erline during the flare and aileron to control drift. If I can straighten o
ut the plane with the rudder on short final I will attempt the landing. If n
ot, then I am landing at another airport. BTW, I make all my landings with f
ull flaps regardless of the winds. I do, however, take off with partial fla
ps though.
>
> The Europa is a marvelous cross country plane and I wouldn=99t hesit
ate taking it anywhere. That=99s not to say I don=99t take the
weather and winds into consideration, I do. In fact, I have have made plen
ty of unplanned layovers due to weather. It=99s the old adage,
=9CIf you fly by air, have time to spare.=9D The Europa has its limit
ations just like any other small plane. Plan accordingly.
>
> Blue skies,
> Erich Trombley
> N28ET Classic Mono 914
>
> ____________________________________________________________
> Choose to be safer online.
> Opt-in to Cyber Safety with NortonLifeLock.
> Get Norton 360 with LifeLock starting at $9.95/month.*
> https://store.netzero.net/account/showService.do?serviceId=nz-nLifeLock&
utm_source=mktg&utm_medium=taglines&utm_campaign=nzlifelk_launch&utm_c
ontent=tag995&promoCode=A23457
> <image1.jpeg>
Message 9
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Subject: | How to disconnect flap actuator from FL26 |
Hi,
l I need to replace my electric flap actuator, ie both motor and lead screw assembly.
However, the mounting bracket FL26 is bonded and bolted to the fuselage
floor (Build manual 28T). Removal of the AN4-23 bolt is not possible owing to
location of the baggage bay supporting structure. Please advise how to remove
the existing actuator.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=502107#502107
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