Today's Message Index:
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1. 02:57 AM - Re: Re: What did you do with your Europa this week - 08/11/22 (Pete)
2. 03:06 AM - Re: Re: What did you do with your Europa this week - 08/11/22 (Pete)
3. 05:36 AM - Re: Re: What did you do with your Europa this week - 08/11/22 (William Daniell)
4. 08:32 PM - Re: What did you do with your Europa this week - 08/11/22 (Area-51)
5. 09:51 PM - Re: Re: What did you do with your Europa this week - 08/11/22 (Brian Phillips)
6. 09:55 PM - Re: Re: What did you do with your Europa this week - 08/11/22 (Brian Phillips)
7. 09:56 PM - Re: Re: What did you do with your Europa this week - 08/11/22 (Brian Phillips)
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
Re ULPower, following for years. Appears to be solid. Have been trying to convince
them for years now to offer a turbod low compression 260 @ 130hp, as thermally
a no brainer, as it has the same heads and bottom end (just shorter stroke)
as their 130hp 350, but alas they don't see a market. I keep telling them
they would supplant the 914 market, and steal from the 915 for those airframes
who are weight limited (as the europa), being simpler and lighter etc. instead
they are chasing the larger lycoming market with their turbo 6cyl.
*sniff*
Cheers,
PeteZ
> On Nov 12, 2022, at 2:12 AM, Area-51 <goldsteinindustrial@gmail.com> wrote:
>
>
> Agree with Pete regarding accumulated hours v's reliability; only time in the
sky will definitively answer that one.
>
> What about UL Power? Has anybody user feedback on these? They seem like everything
a Jabiru is trying to be???
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=508738#508738
>
>
>
>
>
>
>
>
>
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
Re viking, direct injection with a single pump, ugh. Driven be a custom sin
gle ECU (what could go wrong?), duty cycle (oiling clearances etc) risks as y
ou mentioned, & Heavy as heck. Shadetree gearbox with simple and i submit in
sufficient rubber coupling for resonances. Jan throws garbage on the market a
nd lets the customers teeth out the deficiencies. He=99s no engineer, b
ut a legacy vw mechanic by training. More than a few power unit failures now
(with deaths) as they are starting to get airborn.
Re 912s piston kits: would luv to see reliabilty data. Keep hearing bad thin
gs. Compression still stock?
Cheers,
PeteZ
> On Nov 11, 2022, at 11:21 PM, Brian Phillips <barp99@gmail.com> wrote:
>
> =EF=BB Thanks for that Pete, good to know. As you say, too few accumula
ted hours to build reliable predictability. At least the big bore kit does n
ot need any changes to crank, which is essentially the same as the 914 with t
he same output. The lighter than standard pistons may even reduce crank stre
sses.
>
> I did look at the Viking options, I could be wrong but I seem to remember b
elt drive issues, recessed valves & delivery issues. I believe the crank fil
lets are smaller on auto engines compared to A/C engines, and with the 100% d
uty factor can cause cracks, not sure if this applies to the suby though. I d
o have an EJ25 in my road car, 200K miles, no problems, great engine.
>
> William, your Columbian turbo does interest me, I remember you used a Mits
ubishi turbo. Do you use it to normalize or do you actually add a bit more b
oost in?
>
> Cheers,
>
> Brian Phillips.
>
>> On 11/11/2022 10:30 pm, Pete wrote:
>> My experience conversing with Edge=99s principal over the years, fw
iw, is that he is chock full of confidence, many good ideas but peppered wit
h some critical bad ones -which he will not acknowledge, and lets his custom
ers =9Cprove him wrong=9D. And some have (ex: cracked/failed wel
ded crank). Too few accumulated hours to tease out all that pepper.
>>
>> Same syndrome as Jan at viking (although Jan even lacks the engineering b
asics).
>>
>> Difficult to watch.
>>
>> Cheers,
>> PeteZ
>>
>>> On Nov 11, 2022, at 6:13 AM, Brian Phillips <barp99@gmail.com> wrote:
>>>
>>> =EF=BB Bud, thanks very much for your well laid out advice below, muc
h appreciated, your background knowledge never ceases to amaze me.
>>>
>>> You have talked me out of the 915, the thought of doing all the retrofit
work, along with the weight issues, its just not worth it, and I would nev
er finish it. I am still interested in the 912Is, & was thinking about the E
dge 1484cc big bore kit. Your comments below about some of the US based big b
ore kits has got me thinking again. 10.5:1 CR does seem a little high, combi
ned with no detonation detection feedback loop, does sound a bit risky. Edge
performance don't play with the Rotax FI software, they supply a fuel press
ure reg that increases the rail pressure, so the pump/s are working harder, a
gain an added risk. Add to that limited operational history, makes the 914 l
ook an even better outcome. As you say, 20,000 compromises flying in close f
ormation.
>>>
>>> Cheers,
>>> Brian Phillips.
>>>
>>> On 11/11/2022 4:34 am, Bud Yerly wrote:
>>>> Pete, as you are most aware and Brian you are learning fast:
>>>> Weight is the enemy of an airplane. Especially the Europa, as it is a v
ery compact aircraft. If I add 15 horsepower, but it moves the CG forward, r
equires a prop extension and a constant speed prop, the CG is going to be so
mewhere around the spinner. Now we move the battery back, run longer heavie
r cables and as much more to the rear as possible such as autopilots, ELTs, e
tc. to counterbalance the nose. The weight just keeps going up. The Europa X
S is 100 pounds heavier than the equivalent Europa Classic even with the XS f
uselage module and firewall forward. The 912 80 HP is not a spectacular per
former but will give 30 ANMPG at low altitude or with a leaning device at al
titudes up to about 10,000 feet. Cruise is in the 120-130 knot range. The 9
12S raised the cruise about 5 knots more. The 914 doubles the climb rate, u
ps cruise to at least 140-145 knot range at the same 25 ANMPG as the 912S on
a tricycle gear aircraft of course. The mono is faster and lighter of cour
se.
>>>>
>>>> As I learned on modifying the 914 to fuel injection. Customers moved t
he boost up to get more power but complained it burned more fuel. The only a
dvantage was more power with less reliability. Fuel burn was basically the s
ame at 31 inches and 5000 RPM. So, what did I gain? Slightly more power fo
r climb but more heat to dissipate, a bigger radiator and shallow climb was n
ecessary to cool. BTU requirements are the same for the same amount of powe
r at the same fuel air ratio and varies little with displacement. Aircraft e
ngines run at constant RPMs like a marine engines, so a carb is just as good
as fuel injection except for altitude performance of a normally aspirated e
ngine with no leaning. The Bing stops leaning after about 3500 feet in the n
ormally aspirated engine. So, an after market leaning system is necessary f
or the high altitude flyers to improve fuel efficiency of the 912/912S. The
Rotax 914 is ideal for higher altitude operations and frankly ideal for the
Europa but at a higher cost. I believe the 914 totally transformed the Euro
pa into a great airplane. Reliability of the 914 is now as good as the 912S b
ut as we all know, there are techniques and inspections required to keep it r
unning like new.
>>>>
>>>> Normally a 912 through the 914 will go 1000 hours with only carb mainte
nance/oil changes. Overspeed of the engine is an issue many ignore. The va
lves can and do contact the piston if oversped. Prop strikes are ignored al
so by many STOL operators and taildragger/mono.
>>>> I do a top overhaul at about 500-600 hours (gearbox, clean up the valve
s, inspect the rings/cylinders) and press on. Repeat at 1000 hours and the e
ngine is good to 1500 hours. The cleanup of the valves restores compression
to like new or better than new and is really a surprise when a 914 burps af
ter only about 5 blades of rotation.
>>>>
>>>> I have no experience with the latest Edge Performance engines, but I do
with the so called "Big Bore" engines done here in the States some years ag
o. They do put out more power. But for how long? Over the years the stock
Rotax 100 HP 912S (especially the new blocks) last and last. Most of the B
ig Bores were back in after as short as 200 hours. But we have many cowboys
here in the States that just want more power but won't pay for it to get po
wer and reliability. I was around for the first of these Big Bore mods. As
Edge Performance has found out, the crank shaft, and many other formally ro
bust Rotax parts are now under more stress and required "upgrade". This cos
ts money. My hats off to them, as they have at least backed their engines.
In their defense, some of our =9Ccowboys=9D here in the States a
re running regular car fuel. This causes detonation for sure. I can=99
t fix stupid!
>>>>
>>>> If you need more power keep in mind in general you will need more gas, g
ain weight, reduce reliability, increase inspection requirements, require gr
eater cooling mass, and of course add cost. An airplane is 20,000 compromis
es flying in close formation. If you change one thing, you affect 20 others
. Choose wisely.
>>>>
>>>> Example: Charts are scare still for the 915.
>>>> 5000 RPM wide open throttle 87 KW or about 115 HP (10-20 more than the 9
14 depending on MP and TCU.) Fuel flow 27 L/hr or 7.1GPH.
>>>> A 20 HP increase on N12AY (Trigear) yields a cruise speed increase of n
early 10-13 Kts above 10,000 feet which is better than most.
>>>> However, the range in Air Nautical Mile per Gallon does not increase it
decreases from about 25 ANMPG to 20 ANMPG.
>>>>
>>>> The Europa drag goes up beyond 140 Knots by a cube root for the trigear
. The mono is much better at still basically a square root curve. More hor
sepower doesn=99t give me impressive efficiency or speed.
>>>>
>>>> The 914 fits easily in the Europa XS, will cool, accepts a constant spe
ed prop without issue or added extensions, has a reasonable fuel burn and wi
ll get you to 10,000 feet in about 11-13 minutes in a cruise climb. I can p
ut out 70 to 95 horsepower continuous for cruise (typically 140-145 for a tr
igear) or max speed. Both the 912S/iS and Big Bore require the same octane f
uel as the 914 so no advantage. The 914 turbo takes care of most of the iss
ues with density altitude, it allows the Bing to work ideally from cruise to
max continuous from the surface to service ceiling (which is well above 25,
000 which is our human physiological limit without cabin pressurization). W
e know how to maintain it, the TCU has been modified and I can setup, troubl
eshoot or simply run a data dump from my laptop running Windows 7 through 10
without a special dongle. I don=99t have Windows 11 yet, but it shou
ld work also. Carbs are easy to balance, and the installation manual is eas
y to follow. Always follow the engine installation manual in conjunction wi
th the airframe firewall forward manual .
>>>>
>>>> The 915 was never designed to fit a standard Rotax engine mount and doe
s not fit most experimental aircraft firewall forwards. Extensive work is n
ecessary to retrofit the 915 to a 912/914 airframe. The 915 is unmaintainab
le but for plugs and oil change without a =9Cbuds=9D system for t
he average owner to tell you what it=99s doing but the troubleshooting
manual is a bit sparce. Much study and patience is needed as the 915 goes t
hrough its teething issues. It runs lean on the ground like the 912iS and w
ill overheat easily during an extended taxi out. Automatic systems means yo
u the pilot lose control. Many 912iS owners hate the power drop off and fin
d economy only comes through lower power. They have found fuel burn is the s
ame for the same speed after an engine change from the S to the iS. The 915
has a similar issue with the power requirements. It is not like hopping in
to your BMW tubo and everything works. It is still like the 1980=99s f
irst gen fuel injection and turbo mods. Today it all works flawlessly in ou
r autos, but with larger cooling requirements and components taking up more s
pace under the hood. The 915 is not quite a plug and play engine electrical
ly either. Look at Sling and their learning curve. The 4 place needs 140-1
50 HP. The two place not so much. Guys are looking hard at the difference.
>>>>
>>>> In summary, the Europa was designed for about 100HP engines of light we
ight. It is fast and efficient for a 100HP 500 pound payload airplane. Mor
e weight makes the induced drag go up. The mono airframe was not designed t
o go faster than about 170 KTAS at 20,000 feet at an empty weight of 900 pou
nds. If you go above 900 pounds empty weight, the plane gets sluggish, spee
d drops and range is decreased. In the States, a 1000 mile per day range ai
rplane is essential for getting around west of the Mississippi river. For my
snow birds coming from Canada to Florida for the winter, they need that ran
ge also. Frankly, a bigger engine makes for shorter hops, less payload, and
a longer day. More horsepower is not as important as more torque. Torque
turns the prop, HP just makes it spin up faster.
>>>>
>>>> Keep it light, keep it simple, and it will be a trouble-free steed with
stock components. Work on drag reduction and keeping the weight down. Not
by slapping more horsepower, weight, complexity, and cost on a very small a
irframe.
>>>>
>>>> Just my thoughts.
>>>>
>>>> Best Regards,
>>>> Bud Yerly
>>>>
>>>> -----Original Message-----
>>>> From: owner-europa-list-server@matronics.com <owner-europa-list-server@
matronics.com> On Behalf Of Pete
>>>> Sent: Thursday, November 10, 2022 6:59 AM
>>>> To: europa-list@matronics.com
>>>> Subject: Re: Europa-List: Re: What did you do with your Europa this wee
k - 08/11/22
>>>>
>>>>
>>>> .except for the concerns of Edge welded cranks (cracking), and
single point of failure (FI).
>>>> Cheers,
>>>> PeteZ
>>>>
>>>>
>>>> > On Nov 10, 2022, at 1:58 AM, Area-51 <goldsteinindustrial@gmail.com> w
rote:
>>>> >
trial@gmail.com>
>>>> >
>>>> > Brian the Edge Performance engines are worth looking at if forward ma
ss is a concern... the Gen4 6cyl Jabiru is said to finally be showing reliab
ility but i would still choose Edge over Jabiru
>>>> >
>>>> >
>>>> >
>>>> >
>>>> > Read this topic online here:
>>>> >
>>>> > https://nam12.safelinks.protection.outlook.com/?url=http%3A%2F%2Ffo
rums.matronics.com%2Fviewtopic.php%3Fp%3D508643%23508643&data=05%7C01%
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oiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000%7C%7C%7C&sdata=Dmjfwqv
qQBLFoORotf%2FyaLw%2FmFIOZbrmrQPIcMlLUf4%3D&reserved=0
>>>> >
>>>> >
>>>> >
>>>> >
>>>> >
>>>> >
>>>> >
>>>> >
>>>> >
>>>>
>>>> - The Europa-List Email Forum -
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>>>
>
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
I use up to 36=9D although lots of people in Colombia go up to 40
=9D. So yes
pretty much the same boost as a 914.
If you use a stock 912 you have to add the turbo system and airbox exhaust
etc as you would expect. And also the oil system to feed the turbo none
of which is unexpected. A bigger main jet is normal. However the
gochta is that you need to change the gearbox ratio and I put in a slipper
clutch. All of this can actually be done in a day (the exhaust and airbox
are made beforehand.)
I have a manual waste gate in this engine but in the previous one I had a
simple wastegate controller like a car
I flown with this engine since 2006 never had an issue.
The turbo is from a Renault diesel van - made by mitisubishi
Nitrile gaskets on the carbs are necessary otherwise they suck air at
altitude.
On Fri, Nov 11, 2022 at 23:16 Brian Phillips <barp99@gmail.com> wrote:
> Thanks for that Pete, good to know. As you say, too few accumulated hours
> to build reliable predictability. At least the big bore kit does not need
> any changes to crank, which is essentially the same as the 914 with the
> same output. The lighter than standard pistons may even reduce crank
> stresses.
>
> I did look at the Viking options, I could be wrong but I seem to remember
> belt drive issues, recessed valves & delivery issues. I believe the crank
> fillets are smaller on auto engines compared to A/C engines, and with the
> 100% duty factor can cause cracks, not sure if this applies to the suby
> though. I do have an EJ25 in my road car, 200K miles, no problems, great
> engine.
>
> William, your Columbian turbo does interest me, I remember you used a
> Mitsubishi turbo. Do you use it to normalize or do you actually add a bit
> more boost in?
>
> Cheers,
>
> Brian Phillips.
>
> On 11/11/2022 10:30 pm, Pete wrote:
>
> My experience conversing with Edge=99s principal over the years, fw
iw, is
> that he is chock full of confidence, many good ideas but peppered with so
me
> critical bad ones -which he will not acknowledge, and lets his customers
> =9Cprove him wrong=9D. And some have (ex: cracked/failed weld
ed crank). Too few
> accumulated hours to tease out all that pepper.
>
> Same syndrome as Jan at viking (although Jan even lacks the engineering
> basics).
>
> Difficult to watch.
>
> Cheers,
> PeteZ
>
> On Nov 11, 2022, at 6:13 AM, Brian Phillips <barp99@gmail.com>
> <barp99@gmail.com> wrote:
>
> =EF=BB Bud, thanks very much for your well laid out advice below, much
> appreciated, your background knowledge never ceases to amaze me.
>
> You have talked me out of the 915, the thought of doing all the retrofit
> work, along with the weight issues, its just not worth it, and I would
> never finish it. I am still interested in the 912Is, & was thinking about
> the Edge 1484cc big bore kit. Your comments below about some of the US
> based big bore kits has got me thinking again. 10.5:1 CR does seem a litt
le
> high, combined with no detonation detection feedback loop, does sound a b
it
> risky. Edge performance don't play with the Rotax FI software, they suppl
y
> a fuel pressure reg that increases the rail pressure, so the pump/s are
> working harder, again an added risk. Add to that limited operational
> history, makes the 914 look an even better outcome. As you say, 20,000
> compromises flying in close formation.
>
> Cheers,
> Brian Phillips.
>
> On 11/11/2022 4:34 am, Bud Yerly wrote:
>
> Pete, as you are most aware and Brian you are learning fast:
>
> Weight is the enemy of an airplane. Especially the Europa, as it is a
> very compact aircraft. If I add 15 horsepower, but it moves the CG
> forward, requires a prop extension and a constant speed prop, the CG is
> going to be somewhere around the spinner. Now we move the battery back,
> run longer heavier cables and as much more to the rear as possible such a
s
> autopilots, ELTs, etc. to counterbalance the nose. The weight just keeps
> going up. The Europa XS is 100 pounds heavier than the equivalent Europa
> Classic even with the XS fuselage module and firewall forward. The 912
> 80 HP is not a spectacular performer but will give 30 ANMPG at low altitu
de
> or with a leaning device at altitudes up to about 10,000 feet. Cruise is
in
> the 120-130 knot range. The 912S raised the cruise about 5 knots more.
The
> 914 doubles the climb rate, ups cruise to at least 140-145 knot range at
> the same 25 ANMPG as the 912S on a tricycle gear aircraft of course. The
> mono is faster and lighter of course.
>
>
> As I learned on modifying the 914 to fuel injection. Customers moved the
> boost up to get more power but complained it burned more fuel. The only
> advantage was more power with less reliability. Fuel burn was basically
> the same at 31 inches and 5000 RPM. So, what did I gain? Slightly more
> power for climb but more heat to dissipate, a bigger radiator and shallow
> climb was necessary to cool. BTU requirements are the same *for the same
> amount of power* at the same fuel air ratio and varies little with
> displacement. Aircraft engines run at constant RPMs like a marine engine
s,
> so a carb is just as good as fuel injection except for altitude performan
ce
> of a normally aspirated engine with no leaning. The Bing stops leaning
> after about 3500 feet in the normally aspirated engine. So, an after
> market leaning system is necessary for the high altitude flyers to
> improve fuel efficiency of the 912/912S. The Rotax 914 is ideal for
> higher altitude operations and frankly ideal for the Europa but at a high
er
> cost. I believe the 914 totally transformed the Europa into a great
> airplane. Reliability of the 914 is now as good as the 912S but as we all
> know, there are techniques and inspections required to keep it running li
ke
> new.
>
>
> Normally a 912 through the 914 will go 1000 hours with only carb
> maintenance/oil changes. Overspeed of the engine is an issue many ignore
.
> The valves can and do contact the piston if oversped. Prop strikes are
> ignored also by many STOL operators and taildragger/mono.
>
> I do a top overhaul at about 500-600 hours (gearbox, clean up the valves,
> inspect the rings/cylinders) and press on. Repeat at 1000 hours and the
> engine is good to 1500 hours. The cleanup of the valves restores
> compression to like new or better than new and is really a surprise when
a
> 914 burps after only about 5 blades of rotation.
>
>
> I have no experience with the latest Edge Performance engines, but I do
> with the so called "Big Bore" engines done here in the States some years
> ago. They do put out more power. But for how long? Over the years the
> stock Rotax 100 HP 912S (especially the new blocks) last and last. Most
> of the Big Bores were back in after as short as 200 hours. But we have
> many cowboys here in the States that just want more power but won't pay f
or
> it to get power *and reliability*. I was around for the first of these
> Big Bore mods. As Edge Performance has found out, the crank shaft, and
> many other formally robust Rotax parts are now under more stress and
> required "upgrade". This costs money. My hats off to them, as they have
> at least backed their engines. In their defense, some of our =9Cco
wboys=9D
> here in the States are running regular car fuel. This causes detonation
> for sure. I can=99t fix stupid!
>
>
> If you need more power keep in mind in general you will need more gas,
> gain weight, reduce reliability, increase inspection requirements, requir
e
> greater cooling mass, and of course add cost. An airplane is 20,000
> compromises flying in close formation. If you change one thing, you
> affect 20 others. Choose wisely.
>
>
> Example: Charts are scare still for the 915.
>
> 5000 RPM wide open throttle 87 KW or about 115 HP (10-20 more than the 91
4
> depending on MP and TCU.) Fuel flow 27 L/hr or 7.1GPH.
>
> A 20 HP increase on N12AY (Trigear) yields a cruise speed increase of
> nearly 10-13 Kts above 10,000 feet which is better than most.
>
> However, the range in Air Nautical Mile per Gallon does not increase it
> decreases from about 25 ANMPG to 20 ANMPG.
>
>
> The Europa drag goes up beyond 140 Knots by a cube root for the trigear.
The
> mono is much better at still basically a square root curve. More
> horsepower doesn=99t give me impressive efficiency or speed.
>
>
> The 914 fits easily in the Europa XS, will cool, accepts a constant speed
> prop without issue or added extensions, has a reasonable fuel burn and
> will get you to 10,000 feet in about 11-13 minutes in a cruise climb. I
> can put out 70 to 95 horsepower continuous for cruise (typically 140-145
> for a trigear) or max speed. Both the 912S/iS and Big Bore require the
> same octane fuel as the 914 so no advantage. The 914 turbo takes care of
> most of the issues with density altitude, it allows the Bing to work
> ideally from cruise to max continuous from the surface to service ceiling
> (which is well above 25,000 which is our human physiological limit withou
t
> cabin pressurization). We know how to maintain it, the TCU has been
> modified and I can setup, troubleshoot or simply run a data dump from my
> laptop running Windows 7 through 10 without a special dongle. I don
=99t
> have Windows 11 yet, but it should work also. Carbs are easy to balance,
> and the installation manual is easy to follow. Always follow the engine
> installation manual in conjunction with the airframe firewall forward
> manual .
>
>
> The 915 was never designed to fit a standard Rotax engine mount and does
> not fit most experimental aircraft firewall forwards. Extensive work is
> necessary to retrofit the 915 to a 912/914 airframe. The 915 is
> unmaintainable but for plugs and oil change without a =9Cbuds
=9D system for the
> average owner to tell you what it=99s doing but the troubleshooting
manual is
> a bit sparce. Much study and patience is needed as the 915 goes through
> its teething issues. It runs lean on the ground like the 912iS and will
> overheat easily during an extended taxi out. Automatic systems means you
> the pilot lose control. Many 912iS owners hate the power drop off and
> find economy only comes through lower power. They have found fuel burn
> is the same for the same speed after an engine change from the S to the i
S.
> The 915 has a similar issue with the power requirements. It is not like
> hopping into your BMW tubo and everything works. It is still like the
> 1980=99s first gen fuel injection and turbo mods. Today it all wor
ks
> flawlessly in our autos, but with larger cooling requirements and
> components taking up more space under the hood. The 915 is not quite a
> plug and play engine electrically either. Look at Sling and their
> learning curve. The 4 place needs 140-150 HP. The two place not so much
.
> Guys are looking hard at the difference.
>
>
> In summary, the Europa was designed for about 100HP engines of light
> weight. It is fast and efficient for a 100HP 500 pound payload airplane.
> More weight makes the induced drag go up. The mono airframe was not
> designed to go faster than about 170 KTAS at 20,000 feet at an empty weig
ht
> of 900 pounds. If you go above 900 pounds empty weight, the plane gets
> sluggish, speed drops and range is decreased. In the States, a 1000 mile
> per day range airplane is essential for getting around west of the
> Mississippi river. For my snow birds coming from Canada to Florida for
> the winter, they need that range also. Frankly, a bigger engine makes
> for shorter hops, less payload, and a longer day. More horsepower is
> not as important as more torque. Torque turns the prop, HP just makes it
> spin up faster.
>
>
> Keep it light, keep it simple, and it will be a trouble-free steed with
> stock components. Work on drag reduction and keeping the weight down. N
ot
> by slapping more horsepower, weight, complexity, and cost on a very small
> airframe.
>
>
> Just my thoughts.
>
>
> Best Regards,
>
> Bud Yerly
>
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> <owner-europa-list-server@matronics.com>
> <owner-europa-list-server@matronics.com> On Behalf Of Pete
> Sent: Thursday, November 10, 2022 6:59 AM
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Re: What did you do with your Europa this week
-
> 08/11/22
>
>
>
>
> .except for the concerns of Edge welded cranks (cracking), and s
ingle
> point of failure (FI).
>
> Cheers,
>
> PeteZ
>
>
> > On Nov 10, 2022, at 1:58 AM, Area-51 <goldsteinindustrial@gmail.com>
> wrote:
>
> >
>
> goldsteinindustrial@gmail.com>
>
> >
>
> > Brian the Edge Performance engines are worth looking at if forward mass
> is a concern... the Gen4 6cyl Jabiru is said to finally be showing
> reliability but i would still choose Edge over Jabiru
>
> >
>
> >
>
> >
>
> >
>
> > Read this topic online here:
>
> >
>
> >
> https://nam12.safelinks.protection.outlook.com/?url=http%3A%2F%2Fforums
.matronics.com%2Fviewtopic.php%3Fp%3D508643%23508643&data=05%7C01%7C%
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>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
>
> - The Europa-List Email Forum -
>
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>
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>
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William Daniell
LONGPORT
+1 786 878 0246
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
Peter its not a hard task to decompress an engine for forced induction. It can
be done by changing the piston crown height with another set of pistons or fitting
decompression plates between either the head and barrels or between the barrel
and core (the later being a better option) at the required thickness and
the job is done. It comes back to how many biscuits you have in the cupboard.
Compression ratio is paired with max boost; in short a lower compression ratio
allows for a higher boost pressure without detonating the engine apart. There's
a formula for determining all this prior to committing to a build.
Pistons can often be remachined for purpose or produced from a stock blank forging;
often there is enough meat on the piston crown to safely machine off but
it depends on the individual piston, the rings need to remain a nominal distance
from the open bore.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=508743#508743
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
Pete, good on you, that actually sounds like a good option for UL Power,
I would have thought there is a big market for that weight break and
lower cost than Rotax. As you say, thermally the same, using the 350
parts on their proven base block, appears to be a relatively low risk
venture. We live in hope.
Cheers,
Brian Phillips.
On 12/11/2022 9:57 pm, Pete wrote:
>
> Re ULPower, following for years. Appears to be solid. Have been trying to convince
them for years now to offer a turbod low compression 260 @ 130hp, as thermally
a no brainer, as it has the same heads and bottom end (just shorter stroke)
as their 130hp 350, but alas they don't see a market. I keep telling them
they would supplant the 914 market, and steal from the 915 for those airframes
who are weight limited (as the europa), being simpler and lighter etc. instead
they are chasing the larger lycoming market with their turbo 6cyl.
>
> *sniff*
>
> Cheers,
> PeteZ
>
>> On Nov 12, 2022, at 2:12 AM, Area-51<goldsteinindustrial@gmail.com> wrote:
>>
>>
>> Agree with Pete regarding accumulated hours v's reliability; only time in the
sky will definitively answer that one.
>>
>> What about UL Power? Has anybody user feedback on these? They seem like everything
a Jabiru is trying to be???
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=508738#508738
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
Thanks Pete, I didn't realize Viking had so many issues, I'm glad I
removed it from my short list long ago. With the 912s piston kits, they
utilize the original heads, so the pistons must have a slightly deeper
dish than the standard pistons. Not sure if the quench area changes. So
bigger piston diameter plus extra dish area means more heat to reject.
CR is 10.5:1, down from std 11:1, this helps. I need to find some
reliability data from actual users.
Cheers,
Brian Phillips.
On 12/11/2022 10:06 pm, Pete wrote:
> Re viking, direct injection with a single pump, ugh. Driven be a
> custom single ECU (what could go wrong?), duty cycle (oiling
> clearances etc) risks as you mentioned, & Heavy as heck. Shadetree
> gearbox with simple and i submit insufficient rubber coupling for
> resonances. Jan throws garbage on the market and lets the customers
> teeth out the deficiencies. Hes no engineer, but a legacy vw mechanic
> by training. More than a few power unit failures now (with deaths) as
> they are starting to get airborn.
>
> Re 912s piston kits: would luv to see reliabilty data. Keep hearing
> bad things. Compression still stock?
>
> Cheers,
> PeteZ
>
>> On Nov 11, 2022, at 11:21 PM, Brian Phillips <barp99@gmail.com> wrote:
>>
>> Thanks for that Pete, good to know. As you say, too few accumulated
>> hours to build reliable predictability. At least the big bore kit
>> does not need any changes to crank, which is essentially the same as
>> the 914 with the same output. The lighter than standard pistons may
>> even reduce crank stresses.
>>
>> I did look at the Viking options, I could be wrong but I seem to
>> remember belt drive issues, recessed valves & delivery issues. I
>> believe the crank fillets are smaller on auto engines compared to A/C
>> engines, and with the 100% duty factor can cause cracks, not sure if
>> this applies to the suby though. I do have an EJ25 in my road car,
>> 200K miles, no problems, great engine.
>>
>> William, your Columbian turbo does interest me, I remember you used a
>> Mitsubishi turbo. Do you use it to normalize or do you actually add a
>> bit more boost in?
>>
>> Cheers,
>>
>> Brian Phillips.
>>
>> On 11/11/2022 10:30 pm, Pete wrote:
>>> My experience conversing with Edges principal over the years, fwiw,
>>> is that he is chock full of confidence, many good ideas but peppered
>>> with some critical bad ones -which he will not acknowledge, and lets
>>> his customers prove him wrong. And some have (ex: cracked/failed
>>> welded crank). Too few accumulated hours to tease out all that pepper.
>>>
>>> Same syndrome as Jan at viking (although Jan even lacks the
>>> engineering basics).
>>>
>>> Difficult to watch.
>>>
>>> Cheers,
>>> PeteZ
>>>
>>>> On Nov 11, 2022, at 6:13 AM, Brian Phillips <barp99@gmail.com> wrote:
>>>>
>>>> Bud, thanks very much for your well laid out advice below, much
>>>> appreciated, your background knowledge never ceases to amaze me.
>>>>
>>>> You have talked me out of the 915, the thought of doing all the
>>>> retrofit work, along with the weight issues, its just not worth
>>>> it, and I would never finish it. I am still interested in the
>>>> 912Is, & was thinking about the Edge 1484cc big bore kit. Your
>>>> comments below about some of the US based big bore kits has got me
>>>> thinking again. 10.5:1 CR does seem a little high, combined with no
>>>> detonation detection feedback loop, does sound a bit risky. Edge
>>>> performance don't play with the Rotax FI software, they supply a
>>>> fuel pressure reg that increases the rail pressure, so the pump/s
>>>> are working harder, again an added risk. Add to that limited
>>>> operational history, makes the 914 look an even better outcome. As
>>>> you say, 20,000 compromises flying in close formation.
>>>>
>>>> Cheers,
>>>> Brian Phillips.
>>>>
>>>> On 11/11/2022 4:34 am, Bud Yerly wrote:
>>>>>
>>>>> Pete, as you are most aware and Brian you are learning fast:
>>>>>
>>>>> Weight is the enemy of an airplane.Especially the Europa, as it is
>>>>> a very compact aircraft.If I add 15 horsepower, but it moves the
>>>>> CG forward, requires a prop extension and a constant speed prop,
>>>>> the CG is going to be somewhere around the spinner.Now we move the
>>>>> battery back, run longer heavier cables and as much more to the
>>>>> rear as possible such as autopilots, ELTs, etc. to counterbalance
>>>>> the nose. The weight just keeps going up. The Europa XS is 100
>>>>> pounds heavier than the equivalent Europa Classic even with the XS
>>>>> fuselage module and firewall forward.The 912 80 HP is not a
>>>>> spectacular performer but will give 30 ANMPG at low altitude or
>>>>> with a leaning device at altitudes up to about 10,000 feet. Cruise
>>>>> is in the 120-130 knot range.The 912S raised the cruise about 5
>>>>> knots more.The 914 doubles the climb rate, ups cruise to at least
>>>>> 140-145 knot range at the same 25 ANMPG as the 912S on a tricycle
>>>>> gear aircraft of course.The mono is faster and lighter of course.
>>>>>
>>>>> As I learned on modifying the 914 to fuel injection.Customers
>>>>> moved the boost up to get more power but complained it burned more
>>>>> fuel.The only advantage was more power with less reliability.Fuel
>>>>> burn was basically the same at 31 inches and 5000 RPM.So, what did
>>>>> I gain?Slightly more power for climb but more heat to dissipate, a
>>>>> bigger radiator and shallow climb was necessary to cool.BTU
>>>>> requirements are the same *for the same amount of power* at the
>>>>> same fuel air ratio and varies little with displacement.Aircraft
>>>>> engines run at constant RPMs like a marine engines, so a carb is
>>>>> just as good as fuel injection except for altitude performance of
>>>>> a normally aspirated engine with no leaning.The Bing stops leaning
>>>>> after about 3500 feet in the normally aspirated engine.So, an
>>>>> after market leaning system is necessary for the high altitude
>>>>> flyers to improve fuel efficiency of the 912/912S.The Rotax 914 is
>>>>> ideal for higher altitude operations and frankly ideal for the
>>>>> Europa but at a higher cost. I believe the 914 totally transformed
>>>>> the Europa into a great airplane. Reliability of the 914 is now as
>>>>> good as the 912S but as we all know, there are techniques and
>>>>> inspections required to keep it running like new.
>>>>>
>>>>> Normally a 912 through the 914 will go 1000 hours with only carb
>>>>> maintenance/oil changes.Overspeed of the engine is an issue many
>>>>> ignore.The valves can and do contact the piston if oversped.Prop
>>>>> strikes are ignored also by many STOL operators and taildragger/mono.
>>>>>
>>>>> I do a top overhaul at about 500-600 hours (gearbox, clean up the
>>>>> valves, inspect the rings/cylinders) and press on.Repeat at 1000
>>>>> hours and the engine is good to 1500 hours.The cleanup of the
>>>>> valves restores compression to like new or better than new and is
>>>>> really a surprise when a 914 burps after only about 5 blades of
>>>>> rotation.
>>>>>
>>>>> I have no experience with the latest Edge Performance engines, but
>>>>> I do with the so called "Big Bore" engines done here in the States
>>>>> some years ago.They do put out more power.But for how long?Over
>>>>> the years the stock Rotax 100 HP 912S (especially the new blocks)
>>>>> last and last.Most of the Big Bores were back in after as short as
>>>>> 200 hours.But we have many cowboys here in the States that just
>>>>> want more power but won't pay for it to get power _and
>>>>> reliability_.I was around for the first of these Big Bore mods.As
>>>>> Edge Performance has found out, the crank shaft, and many other
>>>>> formally robust Rotax parts are now under more stress and required
>>>>> "upgrade".This costs money.My hats off to them, as they have at
>>>>> least backed their engines.In their defense, some of our cowboys
>>>>> here in the States are running regular car fuel. This causes
>>>>> detonation for sure. I cant fix stupid!
>>>>>
>>>>> If you need more power keep in mind in general you will need more
>>>>> gas, gain weight, reduce reliability, increase inspection
>>>>> requirements, require greater cooling mass, and of course add
>>>>> cost.An airplane is 20,000 compromises flying in close
>>>>> formation.If you change one thing, you affect 20 others.Choose wisely.
>>>>>
>>>>> Example:Charts are scare still for the 915.
>>>>>
>>>>> 5000 RPM wide open throttle 87 KW or about 115 HP (10-20 more than
>>>>> the 914 depending on MP and TCU.) Fuel flow 27 L/hr or 7.1GPH.
>>>>>
>>>>> A 20 HP increase on N12AY (Trigear) yields a cruise speed increase
>>>>> of nearly 10-13 Kts above 10,000 feet which is better than most.
>>>>>
>>>>> However, the range in Air Nautical Mile per Gallon does not
>>>>> increase it decreases from about 25 ANMPG to 20 ANMPG.
>>>>>
>>>>> The Europa drag goes up beyond 140 Knots by a cube root for the
>>>>> trigear.The mono is much better at still basically a square root
>>>>> curve.More horsepower doesnt give me impressive efficiency or speed.
>>>>>
>>>>> The 914 fits easily in the Europa XS, will cool, accepts a
>>>>> constant speed prop without issue or added extensions, has a
>>>>> reasonable fuel burn and will get you to 10,000 feet in about
>>>>> 11-13 minutes in a cruise climb.I can put out 70 to 95 horsepower
>>>>> continuous for cruise (typically 140-145 for a trigear) or max
>>>>> speed.Both the 912S/iS and Big Bore require the same octane fuel
>>>>> as the 914 so no advantage.The 914 turbo takes care of most of the
>>>>> issues with density altitude, it allows the Bing to work ideally
>>>>> from cruise to max continuous from the surface to service ceiling
>>>>> (which is well above 25,000 which is our human physiological limit
>>>>> without cabin pressurization).We know how to maintain it, the TCU
>>>>> has been modified and I can setup, troubleshoot or simply run a
>>>>> data dump from my laptop running Windows 7 through 10 without a
>>>>> special dongle.I dont have Windows 11 yet, but it should work
>>>>> also.Carbs are easy to balance, and the installation manual is
>>>>> easy to follow.Always follow the engine installation manual in
>>>>> conjunction with the airframe firewall forward manual .
>>>>>
>>>>> The 915 was never designed to fit a standard Rotax engine mount
>>>>> and does not fit most experimental aircraft firewall
>>>>> forwards.Extensive work is necessary to retrofit the 915 to a
>>>>> 912/914 airframe.The 915 is unmaintainable but for plugs and oil
>>>>> change without a buds system for the average owner to tell you
>>>>> what its doing but the troubleshooting manual is a bit
>>>>> sparce.Much study and patience is needed as the 915 goes through
>>>>> its teething issues.It runs lean on the ground like the 912iS and
>>>>> will overheat easily during an extended taxi out.Automatic systems
>>>>> means you the pilot lose control.Many 912iS owners hate the power
>>>>> drop off and find economy only comes through lower power.They have
>>>>> found fuel burn is the same for the same speed after an engine
>>>>> change from the S to the iS.The 915 has a similar issue with the
>>>>> power requirements.It is not like hopping into your BMW tubo and
>>>>> everything works.It is still like the 1980s first gen fuel
>>>>> injection and turbo mods.Today it all works flawlessly in our
>>>>> autos, but with larger cooling requirements and components taking
>>>>> up more space under the hood.The 915 is not quite a plug and play
>>>>> engine electrically either.Look at Sling and their learning
>>>>> curve.The 4 place needs 140-150 HP.The two place not so much.Guys
>>>>> are looking hard at the difference.
>>>>>
>>>>> In summary, the Europa was designed for about 100HP engines of
>>>>> light weight.It is fast and efficient for a 100HP 500 pound
>>>>> payload airplane.More weight makes the induced drag go up.The mono
>>>>> airframe was not designed to go faster than about 170 KTAS at
>>>>> 20,000 feet at an empty weight of 900 pounds.If you go above 900
>>>>> pounds empty weight, the plane gets sluggish, speed drops and
>>>>> range is decreased.In the States, a 1000 mile per day range
>>>>> airplane is essential for getting around west of the Mississippi
>>>>> river. For my snow birds coming from Canada to Florida for the
>>>>> winter, they need that range also.Frankly, a bigger engine makes
>>>>> for shorter hops, less payload, and a longer day.More horsepower
>>>>> is not as important as more torque.Torque turns the prop, HP just
>>>>> makes it spin up faster.
>>>>>
>>>>> Keep it light, keep it simple, and it will be a trouble-free steed
>>>>> with stock components.Work on drag reduction and keeping the
>>>>> weight down.Not by slapping more horsepower, weight, complexity,
>>>>> and cost on a very small airframe.
>>>>>
>>>>> Just my thoughts.
>>>>>
>>>>> Best Regards,
>>>>>
>>>>> Bud Yerly
>>>>>
>>>>> -----Original Message-----
>>>>> From: owner-europa-list-server@matronics.com
>>>>> <owner-europa-list-server@matronics.com> On Behalf Of Pete
>>>>> Sent: Thursday, November 10, 2022 6:59 AM
>>>>> To: europa-list@matronics.com
>>>>> Subject: Re: Europa-List: Re: What did you do with your Europa
>>>>> this week - 08/11/22
>>>>>
>>>>> <mailto:peterz@zutrasoft.com>>
>>>>>
>>>>> .except for the concerns of Edge welded cranks (cracking), and
>>>>> single point of failure (FI).
>>>>>
>>>>> Cheers,
>>>>>
>>>>> PeteZ
>>>>>
>>>>> > On Nov 10, 2022, at 1:58 AM, Area-51 <goldsteinindustrial@gmail.com
>>>>> <mailto:goldsteinindustrial@gmail.com>> wrote:
>>>>>
>>>>> >
>>>>>
>>>>> <goldsteinindustrial@gmail.com <mailto:goldsteinindustrial@gmail.com>>
>>>>>
>>>>> >
>>>>>
>>>>> > Brian the Edge Performance engines are worth looking at if forward mass
>>>>> is a concern... the Gen4 6cyl Jabiru is said to finally be showing
>>>>> reliability but i would still choose Edge over Jabiru
>>>>>
>>>>> >
>>>>>
>>>>> >
>>>>>
>>>>> >
>>>>>
>>>>> >
>>>>>
>>>>> > Read this topic online here:
>>>>>
>>>>> >
>>>>>
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| Subject: | Re: What did you do with your Europa this week - 08/11/22 |
Thanks for that Will. Clearly you know what you are doing as you have
been running it since 2006. Can I ask, why do you need to change the
gearbox ratio?
Once you installed the turbo system, did you have to adjust or replace
it to get it to absorb the power available at higher altitudes?
Cheers,
Brian Phillips.
On 13/11/2022 12:33 am, William Daniell wrote:
> I use up to 36 although lots of people in Colombia go up to 40. So
> yes pretty much the same boost as a 914.
>
> If you use a stock 912 you have to add the turbo system and airbox
> exhaust etc as you would expect. And also the oil system to feed the
> turbo none of which is unexpected. A bigger main jet is normal.
> However the gochta is that you need to change the gearbox ratio and I
> put in a slipper clutch. All of this can actually be done in a day
> (the exhaust and airbox are made beforehand.)
>
> I have a manual waste gate in this engine but in the previous one I
> had a simple wastegate controller like a car
>
> I flown with this engine since 2006 never had an issue.
>
> The turbo is from a Renault diesel van - made by mitisubishi
>
> Nitrile gaskets on the carbs are necessary otherwise they suck air at
> altitude.
>
> On Fri, Nov 11, 2022 at 23:16 Brian Phillips <barp99@gmail.com> wrote:
>
> Thanks for that Pete, good to know. As you say, too few
> accumulated hours to build reliable predictability. At least the
> big bore kit does not need any changes to crank, which is
> essentially the same as the 914 with the same output. The lighter
> than standard pistons may even reduce crank stresses.
>
> I did look at the Viking options, I could be wrong but I seem to
> remember belt drive issues, recessed valves & delivery issues. I
> believe the crank fillets are smaller on auto engines compared to
> A/C engines, and with the 100% duty factor can cause cracks, not
> sure if this applies to the suby though. I do have an EJ25 in my
> road car, 200K miles, no problems, great engine.
>
> William, your Columbian turbo does interest me, I remember you
> used a Mitsubishi turbo. Do you use it to normalize or do you
> actually add a bit more boost in?
>
> Cheers,
>
> Brian Phillips.
>
> On 11/11/2022 10:30 pm, Pete wrote:
>> My experience conversing with Edges principal over the years,
>> fwiw, is that he is chock full of confidence, many good ideas but
>> peppered with some critical bad ones -which he will not
>> acknowledge, and lets his customers prove him wrong. And some
>> have (ex: cracked/failed welded crank). Too few accumulated hours
>> to tease out all that pepper.
>>
>> Same syndrome as Jan at viking (although Jan even lacks the
>> engineering basics).
>>
>> Difficult to watch.
>>
>> Cheers,
>> PeteZ
>>
>>> On Nov 11, 2022, at 6:13 AM, Brian Phillips <barp99@gmail.com>
>>> <mailto:barp99@gmail.com> wrote:
>>>
>>> Bud, thanks very much for your well laid out advice below,
>>> much appreciated, your background knowledge never ceases to
>>> amaze me.
>>>
>>> You have talked me out of the 915, the thought of doing all the
>>> retrofit work, along with the weight issues, its just not worth
>>> it, and I would never finish it. I am still interested in the
>>> 912Is, & was thinking about the Edge 1484cc big bore kit. Your
>>> comments below about some of the US based big bore kits has got
>>> me thinking again. 10.5:1 CR does seem a little high, combined
>>> with no detonation detection feedback loop, does sound a bit
>>> risky. Edge performance don't play with the Rotax FI software,
>>> they supply a fuel pressure reg that increases the rail
>>> pressure, so the pump/s are working harder, again an added risk.
>>> Add to that limited operational history, makes the 914 look an
>>> even better outcome. As you say, 20,000 compromises flying in
>>> close formation.
>>>
>>> Cheers,
>>> Brian Phillips.
>>>
>>> On 11/11/2022 4:34 am, Bud Yerly wrote:
>>>>
>>>> Pete, as you are most aware and Brian you are learning fast:
>>>>
>>>> Weight is the enemy of an airplane.Especially the Europa, as it
>>>> is a very compact aircraft.If I add 15 horsepower, but it moves
>>>> the CG forward, requires a prop extension and a constant speed
>>>> prop, the CG is going to be somewhere around the spinner.Now we
>>>> move the battery back, run longer heavier cables and as much
>>>> more to the rear as possible such as autopilots, ELTs, etc. to
>>>> counterbalance the nose. The weight just keeps going up. The
>>>> Europa XS is 100 pounds heavier than the equivalent Europa
>>>> Classic even with the XS fuselage module and firewall
>>>> forward.The 912 80 HP is not a spectacular performer but will
>>>> give 30 ANMPG at low altitude or with a leaning device at
>>>> altitudes up to about 10,000 feet. Cruise is in the 120-130
>>>> knot range.The 912S raised the cruise about 5 knots more.The
>>>> 914 doubles the climb rate, ups cruise to at least 140-145 knot
>>>> range at the same 25 ANMPG as the 912S on a tricycle gear
>>>> aircraft of course.The mono is faster and lighter of course.
>>>>
>>>> As I learned on modifying the 914 to fuel injection.Customers
>>>> moved the boost up to get more power but complained it burned
>>>> more fuel.The only advantage was more power with less
>>>> reliability.Fuel burn was basically the same at 31 inches and
>>>> 5000 RPM.So, what did I gain?Slightly more power for climb but
>>>> more heat to dissipate, a bigger radiator and shallow climb was
>>>> necessary to cool.BTU requirements are the same *for the same
>>>> amount of power* at the same fuel air ratio and varies little
>>>> with displacement.Aircraft engines run at constant RPMs like a
>>>> marine engines, so a carb is just as good as fuel injection
>>>> except for altitude performance of a normally aspirated engine
>>>> with no leaning.The Bing stops leaning after about 3500 feet in
>>>> the normally aspirated engine.So, an after market leaning
>>>> system is necessary for the high altitude flyers to improve
>>>> fuel efficiency of the 912/912S.The Rotax 914 is ideal for
>>>> higher altitude operations and frankly ideal for the Europa but
>>>> at a higher cost. I believe the 914 totally transformed the
>>>> Europa into a great airplane. Reliability of the 914 is now as
>>>> good as the 912S but as we all know, there are techniques and
>>>> inspections required to keep it running like new.
>>>>
>>>> Normally a 912 through the 914 will go 1000 hours with only
>>>> carb maintenance/oil changes.Overspeed of the engine is an
>>>> issue many ignore.The valves can and do contact the piston if
>>>> oversped.Prop strikes are ignored also by many STOL operators
>>>> and taildragger/mono.
>>>>
>>>> I do a top overhaul at about 500-600 hours (gearbox, clean up
>>>> the valves, inspect the rings/cylinders) and press on.Repeat at
>>>> 1000 hours and the engine is good to 1500 hours.The cleanup of
>>>> the valves restores compression to like new or better than new
>>>> and is really a surprise when a 914 burps after only about 5
>>>> blades of rotation.
>>>>
>>>> I have no experience with the latest Edge Performance engines,
>>>> but I do with the so called "Big Bore" engines done here in the
>>>> States some years ago.They do put out more power.But for how
>>>> long?Over the years the stock Rotax 100 HP 912S (especially the
>>>> new blocks) last and last.Most of the Big Bores were back in
>>>> after as short as 200 hours.But we have many cowboys here in
>>>> the States that just want more power but won't pay for it to
>>>> get power _and reliability_.I was around for the first of these
>>>> Big Bore mods.As Edge Performance has found out, the crank
>>>> shaft, and many other formally robust Rotax parts are now under
>>>> more stress and required "upgrade".This costs money.My hats off
>>>> to them, as they have at least backed their engines.In their
>>>> defense, some of our cowboys here in the States are running
>>>> regular car fuel. This causes detonation for sure. I cant fix
>>>> stupid!
>>>>
>>>> If you need more power keep in mind in general you will need
>>>> more gas, gain weight, reduce reliability, increase inspection
>>>> requirements, require greater cooling mass, and of course add
>>>> cost.An airplane is 20,000 compromises flying in close
>>>> formation.If you change one thing, you affect 20 others.Choose
>>>> wisely.
>>>>
>>>> Example:Charts are scare still for the 915.
>>>>
>>>> 5000 RPM wide open throttle 87 KW or about 115 HP (10-20 more
>>>> than the 914 depending on MP and TCU.) Fuel flow 27 L/hr or 7.1GPH.
>>>>
>>>> A 20 HP increase on N12AY (Trigear) yields a cruise speed
>>>> increase of nearly 10-13 Kts above 10,000 feet which is better
>>>> than most.
>>>>
>>>> However, the range in Air Nautical Mile per Gallon does not
>>>> increase it decreases from about 25 ANMPG to 20 ANMPG.
>>>>
>>>> The Europa drag goes up beyond 140 Knots by a cube root for the
>>>> trigear.The mono is much better at still basically a square
>>>> root curve.More horsepower doesnt give me impressive
>>>> efficiency or speed.
>>>>
>>>> The 914 fits easily in the Europa XS, will cool, accepts a
>>>> constant speed prop without issue or added extensions, has a
>>>> reasonable fuel burn and will get you to 10,000 feet in about
>>>> 11-13 minutes in a cruise climb.I can put out 70 to 95
>>>> horsepower continuous for cruise (typically 140-145 for a
>>>> trigear) or max speed.Both the 912S/iS and Big Bore require the
>>>> same octane fuel as the 914 so no advantage.The 914 turbo takes
>>>> care of most of the issues with density altitude, it allows the
>>>> Bing to work ideally from cruise to max continuous from the
>>>> surface to service ceiling (which is well above 25,000 which is
>>>> our human physiological limit without cabin pressurization).We
>>>> know how to maintain it, the TCU has been modified and I can
>>>> setup, troubleshoot or simply run a data dump from my laptop
>>>> running Windows 7 through 10 without a special dongle.I dont
>>>> have Windows 11 yet, but it should work also.Carbs are easy to
>>>> balance, and the installation manual is easy to follow.Always
>>>> follow the engine installation manual in conjunction with the
>>>> airframe firewall forward manual .
>>>>
>>>> The 915 was never designed to fit a standard Rotax engine mount
>>>> and does not fit most experimental aircraft firewall
>>>> forwards.Extensive work is necessary to retrofit the 915 to a
>>>> 912/914 airframe.The 915 is unmaintainable but for plugs and
>>>> oil change without a buds system for the average owner to
>>>> tell you what its doing but the troubleshooting manual is a
>>>> bit sparce.Much study and patience is needed as the 915 goes
>>>> through its teething issues.It runs lean on the ground like the
>>>> 912iS and will overheat easily during an extended taxi
>>>> out.Automatic systems means you the pilot lose control.Many
>>>> 912iS owners hate the power drop off and find economy only
>>>> comes through lower power.They have found fuel burn is the same
>>>> for the same speed after an engine change from the S to the
>>>> iS.The 915 has a similar issue with the power requirements.It
>>>> is not like hopping into your BMW tubo and everything works.It
>>>> is still like the 1980s first gen fuel injection and turbo
>>>> mods.Today it all works flawlessly in our autos, but with
>>>> larger cooling requirements and components taking up more space
>>>> under the hood.The 915 is not quite a plug and play engine
>>>> electrically either.Look at Sling and their learning curve.The
>>>> 4 place needs 140-150 HP.The two place not so much.Guys are
>>>> looking hard at the difference.
>>>>
>>>> In summary, the Europa was designed for about 100HP engines of
>>>> light weight.It is fast and efficient for a 100HP 500 pound
>>>> payload airplane.More weight makes the induced drag go up.The
>>>> mono airframe was not designed to go faster than about 170 KTAS
>>>> at 20,000 feet at an empty weight of 900 pounds.If you go above
>>>> 900 pounds empty weight, the plane gets sluggish, speed drops
>>>> and range is decreased.In the States, a 1000 mile per day range
>>>> airplane is essential for getting around west of the
>>>> Mississippi river. For my snow birds coming from Canada to
>>>> Florida for the winter, they need that range also.Frankly, a
>>>> bigger engine makes for shorter hops, less payload, and a
>>>> longer day.More horsepower is not as important as more
>>>> torque.Torque turns the prop, HP just makes it spin up faster.
>>>>
>>>> Keep it light, keep it simple, and it will be a trouble-free
>>>> steed with stock components.Work on drag reduction and keeping
>>>> the weight down.Not by slapping more horsepower, weight,
>>>> complexity, and cost on a very small airframe.
>>>>
>>>> Just my thoughts.
>>>>
>>>> Best Regards,
>>>>
>>>> Bud Yerly
>>>>
>>>> -----Original Message-----
>>>> From: owner-europa-list-server@matronics.com
>>>> <owner-europa-list-server@matronics.com>
>>>> <mailto:owner-europa-list-server@matronics.com> On Behalf Of Pete
>>>> Sent: Thursday, November 10, 2022 6:59 AM
>>>> To: europa-list@matronics.com
>>>> Subject: Re: Europa-List: Re: What did you do with your Europa
>>>> this week - 08/11/22
>>>>
>>>> <mailto:peterz@zutrasoft.com>>
>>>>
>>>> .except for the concerns of Edge welded cranks (cracking), and
>>>> single point of failure (FI).
>>>>
>>>> Cheers,
>>>>
>>>> PeteZ
>>>>
>>>> > On Nov 10, 2022, at 1:58 AM, Area-51 <goldsteinindustrial@gmail.com
>>>> <mailto:goldsteinindustrial@gmail.com>> wrote:
>>>>
>>>> >
>>>>
>>>> <goldsteinindustrial@gmail.com
>>>> <mailto:goldsteinindustrial@gmail.com>>
>>>>
>>>> >
>>>>
>>>> > Brian the Edge Performance engines are worth looking at if forward
>>>> mass is a concern... the Gen4 6cyl Jabiru is said to finally be
>>>> showing reliability but i would still choose Edge over Jabiru
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> > Read this topic online here:
>>>>
>>>> >
>>>>
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>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> >
>>>>
>>>> - The Europa-List Email Forum -
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