karelvranken9(at)gmail.co
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 Posted: Mon Jul 16, 2012 12:50 am Post subject: Europa-List Digest: 6 Msgs - 07/15/12 |
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Svein,
You are fully wright in your conclusion. Last year in Yverdon,
Switserland I suffered a fuselage deformation due to high temperature.
40°C. My Europa was covered with the original metalic silver colored
cover. The deformation was under the cover localised just beneath the
fuel intake. Even though the funnel wasn't directly glued to the inner
skin. Later on in Sywell I showed it to Ivan Shaw and he knew more of
it since it happened also in the american desert temperatures. Thus
far no response of the company. Do they still make this covers? Let's
hope in white color!
Regards,
Karel Vranken, F-PKRL
2012/7/16 Europa-List Digest Server <europa-list(at)matronics.com>:
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Europa-List Digest Archive
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Total Messages Posted Sun 07/15/12: 6
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Today's Message Index:
----------------------
1. 01:09 AM - Re: NPT fittings on fuel flow sensor (GRAHAM SINGLETON)
2. 04:02 AM - Cockpit cover - Any colour as long as it's white (Sidsel & Svein Johnsen)
3. 05:25 AM - Re: Cockpit cover - Any colour as long as it's white (Kevin Challis)
4. 03:26 PM - Fuel smell and puncture (William Bliss)
5. 06:39 PM - Re: The Standard Warning Light (Alan Carter)
6. 10:10 PM - Rotax 914 - how to avoid an overboost? (Roland)
________________________________ Message 1 _____________________________________
Time: 01:09:44 AM PST US
From: GRAHAM SINGLETON <grahamsingleton(at)btinternet.com>
Subject: Re: NPT fittings on fuel flow sensor
Use Loctite Teflon pipe seal, (sparingly) it's supposed to go to dust when
unscrewed. Never use the tape.=0AGraham=0A=0A=0A___________________________
_____=0A From: david park <europa-list(at)matronics.com>=0ATo: "europa-list(at)ma
tronics.com" <europa-list(at)matronics.com> =0ASent: Saturday, 14 July 2012, 2
3:11=0ASubject: Re: NPT fittings on fuel flow sensor=0A =0A-->
Europa-List message posted by: david park <europa-list(at)matronics.com>=0A
=0ABest use a special fuel resistant grease, forget name of it. Small amoun
t on threads cured mine.- Dave G-ldvo=0A=0ASent from my iPhone=0A=0A=0AOn
14 Jul 2012, at 21:09, "graeme bird" <graeme(at)gdbmk.co.uk> wrote:=0A=0A> --
> I have just been fitting flow and return EI FP5- fuel sensors using bra
ss NPT hose fittings but they leak, should I use PFTE tape (which is not re
commended in case threads of PTFE affect the sensor or block the flow, or m
aybe compound)=0A> =0A> --------=0A> Graeme Bird=0A> G-UMPY=0A> Mono Classi
c/XS FWFD 912ULS/Warp drive FP=0A> Newby: 35 hours- =0A> g(at)gdbmk.co.uk
=0A> =0A> =0A> =0A> =0A> Read this topic online here:=0A> =0A> http://forum
s.matronics.com/viewtopic.php?p=378291#378291=0A> =0A> =0A> =0A> =0A> =0A
========================
________________________________ Message 2 _____________________________________
Time: 04:02:39 AM PST US
From: "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online.no>
Subject: Cockpit cover - Any colour as long as it's white
On our recent trip to Venezia where we had 35 degrees during takeoff at 9:30
AM, Stephan and I were quite puzzled by the negative effect our
metallic-grey cockpit covers had when it came to keeping the heat out. The
temperature inside the cockpit was HIGH.
I have now received the report from the Norwegian Institute of Advanced
Europa Cockpit Cover Research. The reason it took so long, was that only
today has the sun been out sufficiently long to carry out such an important
field study. Here is the summary of the institute's findings (temperatures
in degrees Centigrade):
- Ambient air: 23.5
- Under car window sun protection material (I have now made covers
to place inside all windows from a set purchased at auto supply store):
26.9
- Under white pillow case material (single sheet cotton, thinner
material than the metallic-grey cover, tight weave): 38.7
- Under metallic-grey cockpit cover, made professionally to many
Europas: 58.7
All cases: Temp. sensor held up against the underside of the test piece by
pins, to ensure minimum ambient air influence. All test pieces at right
angle to the sun's rays. No wind.
It is evident that the metallic-grey material is totally unsuitable for sun
heat protection. The colour is just for show, and has the opposite effect
of what we common folks believe. It is of course water tight, but I am sure
there is also white fabric available that keeps the water out.
If you see a Europa at Popham next year, all covered in white bed sheets,
it's mine!
May the sun shine every day the rest of the summer,
Svein
LN-SKJ
________________________________ Message 3 _____________________________________
Time: 05:25:42 AM PST US
Subject: Re: Cockpit cover - Any colour as long as it's white
From: Kevin Challis <kevinmarie(at)blueyonder.co.uk>
Sun covers so far this year have not been needed in the UK but floats are lo
oking likely 
Kevin Challis
On 15 Jul 2012, at 12:01, "Sidsel & Svein Johnsen" <sidsel.svein(at)oslo.online
.no> wrote:
> On our recent trip to Venezia where we had 35 degrees during takeoff at 9:
30 AM, Stephan and I were quite puzzled by the negative effect our metallic-
grey cockpit covers had when it came to keeping the heat out. The temperatu
re inside the cockpit was HIGH.
>
> I have now received the report from the Norwegian Institute of Advanced Eu
ropa Cockpit Cover Research. The reason it took so long, was that only toda
y has the sun been out sufficiently long to carry out such an important fiel
d study. Here is the summary of the institute=99s findings (temperatu
res in degrees Centigrade):
>
> - Ambient air: 23.5
> - Under car window sun protection material (I have now made cover
s to place inside all windows from a set purchased at auto supply store): 2
6.9
> - Under white pillow case material (single sheet cotton, thinner m
aterial than the metallic-grey cover, tight weave): 38.7
> - Under metallic-grey cockpit cover, made professionally to many E
uropas: 58.7
>
> All cases: Temp. sensor held up against the underside of the test piece b
y pins, to ensure minimum ambient air influence. All test pieces at right a
ngle to the sun=99s rays. No wind.
>
> It is evident that the metallic-grey material is totally unsuitable for su
n heat protection. The colour is just for show, and has the opposite effect
of what we common folks believe. It is of course water tight, but I am sur
e there is also white fabric available that keeps the water out.
>
> If you see a Europa at Popham next year, all covered in white bed sheets, i
t=99s mine!
>
> May the sun shine every day the rest of the summer,
> Svein
> LN-SKJ
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________ Message 4 _____________________________________
Time: 03:26:59 PM PST US
From: William Bliss <william(at)wbliss.co.uk>
Subject: Fuel smell and puncture
Nice to be able to report that I may have fixed the fuel smell. I found
the breather pipe had come completely adrift from the fuel tank behind
the passanger seat. I have reattached it - but the fuel tank outlet
stubb looks a bit short and does not have any ridges normally found on
push fit fittings. I clamped it up as best I could. It should had a
reinforcement ring inside the stubb to withstand clamping pressure.
Next thing was a flat tyre (monowheel). It was quite a performance
jacking up the plane on a busy taxiway. Now it is back in the hangar and
I have the wheel off. The tyre is 700x6. Brake pads are approx 3mm
thick. I cannot find brake pad specifications or tyre / inner tube specs
in the Owners manual or Build manual. Where in UK can I find an inner
tube and brake pads? Is there a published maintenance manual?
William Bliss
________________________________ Message 5 _____________________________________
Time: 06:39:55 PM PST US
Subject: Re: The Standard Warning Light
From: "Alan Carter" <alancarteresq(at)onetel.net>
Hi Bob Remi and all.
The weather at Headcorn was good today, so G-PEGY got airborne from runway 28.
It was a bit like the blind leading the blind as i have no instruction on how to
fly a Europa,
The throttle lever has a normal range quadrant slide from idle to full throttle,
at the end of this range a gated position where you can move the lever into
the Turbo Mode.
I only used the normal idle to full throttle position today, ( Bob said to use
this full range during take off ie the full normal range)( But i,m not so sure
as i would move the throttle in the normall range to achieve 5500 rpms and stop
even iff i had not reached the end of the range) ??
With the Prop set to CLIMB Mode on the C/S unit,
So opening smoothly to the" full normal position" accelerating and rotating into
the climb, i found the little prop rev light comes on, about or shortly after
rotation the RPM is 5500 with the engine revving away.
So i found myself just getting airborne and reducing the power slightly to put
this little light on the C/S unit gauge out.
Passing 200 Ft bring the flaps in slowly then pressing the button which selected
Cruise Mode, which then coarsened the prop placing it under more load which
brought the revs down and recompensing by increasing the throttle to about 31
manifold pressure,
All i can say is the engine sounded much better, the climb was good, it just sound
better than the prop left revving in the Climb Mode until circuit height.
Climbing at 70 to 75 Kts to 1000 Ft, levelled off, speed to about 100Kts reducing
back to 25 M/P and settling down at about 90 to 95 Kts down wind, this setting
seemed to give me enough Power/Speed to make small correction on the elevator
control to make small height correction +- 100 ft adjustments, normally i
would be +- 50 ft but i am working hard at the moment .
Finals approach i was using 20 degrees of Flap and about 70 kts trying to get it
back to 65 Kts , remember this is my first flight.
I found pressing the C/S control back to the CLIMB MODE selection better just after
the final turn, this seem to keep the engine revs down, or should i say engine
revving away.
I used 20 Flap for touch and goes, and 30 ie full flap for full stop landing, i
would say my full stop landings where better.
So How do you Fly a Europa 914 . ???
And the Prop light coming on momentarily , ( the engine seems fine)??
Any advice please.
On the last landing of the day with 30 Degrees of Flap ,say about 50 Kts during
hold off, i had a bird stick, a Black Crow , the bird was not splattered it
was in one piece with some feathers missing ,
I think it hit the the leading edge of the right hand tail plane , No blood , just
a little chip about 3 mm and paint marked very slightly its beak may have
done this ?, its a job to say as i don,t know the aeroplane, but i don,t think
there was a mark there before !! you have to look for it as its small.
Alan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=378350#378350
________________________________ Message 6 _____________________________________
Time: 10:10:49 PM PST US
Subject: Rotax 914 - how to avoid an overboost?
From: "Roland" <schmidtroland(at)web.de>
Friends,
I had bad luck with my Rotax 914 some weeks ago. The TCU unit had a comoplete electricity
failure due to a damaged automatic circuit breaker. All normal during
run up - no electricity - no TCU warning lights. Select full T/O-power, suffered
an overboost, cracked crankcase - 10k Euro damage - ouch!
If the TCU-lights don't illuminate by switching the master on - okay, then you
have a chance to be aware of the dawning danger. At any other time no chance at
all from my point of view.
Do I get something wrong here or is it a design fault of the Rotax? Argument of
sufficient power all time not applicable due to no power at all with cracked
crankcase - lucky me I was not airborne yet....
Any comments most welcome.
Grounded Roland
PH-ZTI
XS Trigear 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=378361#378361
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