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e : europa-list-digest@matronics.com 10 November 2004 • 3:56PM -0500

Europa-List Digest: 29 Msgs - 11/09/04
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                     Total Messages Posted Tue 11/09/04: 29
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Today's Message Index:
----------------------

     1. 12:55 AM - Take off and landing Distances  (Gerry Holland)
     2. 01:05 AM - Re: Re:Brake Oil Seals  (ivor.phillips)
     3. 02:44 AM - Re: Take off and landing Distances  (Alan Burrows)
     4. 04:58 AM - Re: What engine for my Europa?  (Richard Sementilli)
     5. 06:38 AM - Re: 912S - cylinder cowl???  (Gilles Thesee)
     6. 06:38 AM - Overvoltage problems - crowbar unit does its job  (nigel charles)
     7. 06:46 AM - Re: What engine for my Europa?  (nigel charles)
     8. 06:59 AM - RRe: Long wing and ratings  (Dave Anderson)
     9. 08:14 AM - Re: What engine for my Europa?  (Richard Holder)
    10. 09:27 AM - Re: What engine for my Europa?  (John & Paddy Wigney)
    11. 12:07 PM - Re: What engine for my Europa?  (Terry Seaver)
    12. 12:43 PM - Re: Overvoltage problems - crowbar unit does its job  (DuaneFamly@aol....)
    13. 02:29 PM - Re: Overvoltage problems - crowbar unit does its job  (Cliff Shaw)
    14. 02:33 PM - Re: New Spar Pip-pn  (Raimo Toivio)
    15. 03:49 PM - Europa provided adjustable NACA cabin vents  (Steve Crimm)
    16. 03:52 PM - Re: New Spar Pip-pn  (Fred R. Klein)
    17. 04:19 PM - Re: Europa provided adjustable NACA cabin vents  (David Glauser)
    18. 04:24 PM - Europa Aircraft 2004 Service  (N55XS)
    19. 04:52 PM - Re: Europa provided adjustable NACA cabin vents  ()
    20. 04:52 PM - Re: Europa provided adjustable NACA cabin vents  (Tony Krzyzewski)
    21. 05:13 PM - Re: Europa provided adjustable NACA cabin vents  (Steve Crimm)
    22. 05:25 PM - Re: Europa Aircraft 2004 Service  (Dean Seitz)
    23. 05:29 PM - Re: Europa provided adjustable NACA cabin vents  (N55XS)
    24. 05:42 PM - Re: Europa provided adjustable NACA cabin vents  (Steve Hagar)
    25. 05:43 PM - Re: Europa provided adjustable NACA cabin vents  (Michael Grass)
    26. 05:55 PM - Re: Europa provided adjustable NACA cabin vents  (Cliff Shaw)
    27. 06:00 PM - Re: Europa provided adjustable NACA cabin vents  (Steve Crimm)
    28. 06:11 PM - Re: Europa Aircraft 2004 Service  (Dan Bish)
    29. 06:41 PM - Re: Europa provided adjustable NACA cabin vents  (Steve Crimm)



________________________________  Message 1  _____________________________________


Time: 12:55:29 AM PST US
Subject: Europa-List: Take off and landing Distances
From: Gerry Holland <gnholland@onet...>

--> Europa-List message posted by: Gerry Holland <gnholland@onet...>

Hi to all!

Eventually my Europa will fly, probably early in Spring 2005 and Im
preparing for where I can fly from once all is signed off.

Living in the West Country there are opportunities to work with Farmers to
release some land for an Airstrip to rent or buy.

I may have such an opportunity very locally (1/2 mile at most) but I need
some guidance from the combined wisdom of the group..... Optimistic I know!

G-FIZY is a Europa XS TRIGEAR with 912 (80hp) and Arplast CS Prop and
whatever the weight is on the day.

The Strip is grass and available from May after Silage cut to late October.
It faces aligns at 26/08, 500m X 20m including turning circle over a 25m
displaced 6 - 10 hedge. It will be cut and rolled and drains well as a
plateau on a hill at 400.

Can someone with mine or similar Europa configuration pass comment and maybe
add some real data on takeoff and landing performance on grass.

Fuel will be available..... Scrumpy Cider!

Kind Regards

Gerry
Europa 384 G-FIZY
Trigear with Rotax 912 and Arplast CS Prop.
Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
PSS AoA Fitted.

http://www.g-fizy.com
Mobile: +44 7808 402404
WebFax: +44 870 7059985
gnholland@onet...






________________________________  Message 2  _____________________________________


Time: 01:05:28 AM PST US
From: "ivor.phillips" <ivor.phillips@ntlw...>
Subject: Re: Europa-List: RE:Brake Oil Seals

--> Europa-List message posted by: "ivor.phillips" <ivor.phillips@ntlw...>

Alan what fluid type are you using? I have a set of seals for the valve but
they are EPDM rubber suitable for DOT 3/4/5.1 glycol base fluid or silicone,
But not suitable for Ordinary aircraft hydraulic fluid,
Ivor Phillips
XS486 London UK
CM Installed, rudder cables complete,
trial fit top and wings,Undercarriage fitted,playing with tie bar
----- Original Message -----
From: "Alan Burrows" <alan@kest...>
Subject: Europa-List: RE:Brake Oil Seals


> --> Europa-List message posted by: "Alan Burrows"
> <alan@kest...>
>
>
> Can anyone help me with finding replacement seals for the parking brake
> unit on my tri-gear. I was doing an overhaul this weekend and found some
> of the seals were badly degraded, so as I had the unit in pieces it
> seemed sensible to replace them all. Also is there a "best way" to
> refill the system with fluid?
> I thought the best way was to force brake fluid up through one of the
> callipers under pressure, thereby pushing the air to the top of the
> system. This theory falls down however when you notice that there is a
> hole between the cylinders in the nice shiny piston unit that I thought
> kept the two brakes on separate systems. So if you fill from one
> calliper then you will simply force the air down the other as well as up
> into the master cylinder in the engine bay and it will not be possible
> to completely purge all the air or am I thinking about this wrongly?
> Many Thanks
>
> Alan
>
>
>






________________________________  Message 3  _____________________________________


Time: 02:44:28 AM PST US
From: "Alan Burrows" <alan@kest...>
Subject: RE: Europa-List: Take off and landing Distances

--> Europa-List message posted by: "Alan Burrows" <alan@kest...>

Gerry

Cant help much with precise t/off and landing numbers, but I fly into a
small very uneven grass strip on the south coast when I am down in that
part of the world without difficulty. Although my trigear has a 914
fitted, I always feel I have plenty of excess power available and never
use more that 2/3rd of the 530 mtr strip. The only thing I have to be
careful of is stopping before t/off. Its important to keep rolling if
the grass is long, as I found out one day. I lined up on the end of the
runway and applied full power only to find the aircraft turned suddenly
to port and headed off towards the hedge, one wheel had got slightly
stuck in the long grass, just enough to change the direction of the
ground roll, interesting experience! For what its worth I never need to
use the turbo to get off the ground and always feel I have plenty of
surplus r/way available.

Alan
Ps how about a fly in to your new field next summer, to sample the
"fuel"

-----Original Message-----
From: owner-europa-list-server@matr...
[mailto:owner-europa-list-server@matr...] On Behalf Of Gerry
Holland
Subject: Europa-List: Take off and landing Distances


--> Europa-List message posted by: Gerry Holland <gnholland@onet...>

Hi to all!

Eventually my Europa will fly, probably early in Spring 2005 and Im
preparing for where I can fly from once all is signed off.

Living in the West Country there are opportunities to work with Farmers
to release some land for an Airstrip to rent or buy.

I may have such an opportunity very locally (1/2 mile at most) but I
need some guidance from the combined wisdom of the group..... Optimistic
I know!

G-FIZY is a Europa XS TRIGEAR with 912 (80hp) and Arplast CS Prop and
whatever the weight is on the day.

The Strip is grass and available from May after Silage cut to late
October. It faces aligns at 26/08, 500m X 20m including turning circle
over a 25m displaced 6 - 10 hedge. It will be cut and rolled and drains
well as a plateau on a hill at 400.

Can someone with mine or similar Europa configuration pass comment and
maybe add some real data on takeoff and landing performance on grass.

Fuel will be available..... Scrumpy Cider!

Kind Regards

Gerry
Europa 384 G-FIZY
Trigear with Rotax 912 and Arplast CS Prop.
Dynon EFIS, KMD 150, Icom A-200 and SL70 Transponder.
PSS AoA Fitted.

http://www.g-fizy.com
Mobile: +44 7808 402404
WebFax: +44 870 7059985
gnholland@onet...






________________________________  Message 4  _____________________________________


Time: 04:58:36 AM PST US
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
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        Tue, 09 Nov 2004 04:57:33 -0800 (PST)
From: Richard Sementilli <rsementi@gmai...>
Subject: Re: Europa-List: What engine for my Europa?

--> Europa-List message posted by: Richard Sementilli <rsementi@gmai...>

So then, Karl, where can I find the information about how to make the
912S run as smooth as a sewing machine?

As a newcomer, I am still confused but overall, I have been getting
more positive feedback vs. negative feedback. Plus, I asked for
objective observations and actual experience with the 912S. I think
Terry is simply stating his experiences. Hopefully we'll all learn how
to get the engine to run smoother than he is experiencing.

Does anyone out there have any suggestions or solutions to the rough
start/stop and idle of the 912 S?

Thanks to all,
Richard


On Tue, 09 Nov 2004 02:26:04 +0000, KARL HEINDL <kheindl@msn....> wrote:
> --> Europa-List message posted by: "KARL HEINDL" <kheindl@msn....>
>
> Terry,
>
> Y ouseem to be badmouthing a perfectly good engine just because you have a problem
with yours. Some builders have their 912 S running as smooth as a sewing
machine. Mine could be smoother, but then I have not yet done a carb or propeller
blade balance. Techniques for smooth startups and shutdowns were discussed
in detail recently on this forum. I have no idea about high altitude performance,
but one owner claims 914 equivalent performance up to 10,000 feet. The 914
is obviously a better performer at really high altitudes. It should also be
kept in mind that early Europa builders did not have the choice of the S model.
>
> I have read all the engine discussions and it seems that each type has had reports
ranging from awful to wonderful. How is a newcomer supposed to make up his
mind ?
>
> Karl
>
> From: Terry Seaver terrys@cisc...
> To: europa-list@matr...
> Subject: Re: Europa-List: What engine for my Europa?
> Date: Mon, 08 Nov 2004 09:53:15 -0800
>
> -- Europa-List message posted by: Terry Seaver terrys@cisc...
>
>
>
> Hi Richard,
>
> You didn't say where you do your flying.If you intend flying at
> altitude like we do around the Sierra Nevadas, you might consider the
> 914 the best bet.
> We have a mono-wheel XS with 912S and Airmaster prop.I would seriously
> consider installing the 914 or Jabiru over the 912S, given our
> experiences (we have over 400 hours on the plane/engine).
> Issues I have with the 912S are:
>
> 1) It shakes the whole plane when starting and stopping, causing great
> stress on any number of componants.Our exhaust system is in constant
> need of repair because of this.An ignition wire probably broke because
> of this.Standing outside the uncowled engine and watching the extreme
> travel of the shaken componants can be a real eye opener.It is not
> unusual to see +2G/0G on the panel mounted accelerometer following a
> start or stop. I would guess the 912S is worse than the 914 because of
> its higher compression.I would expect the Jabiru to be much smoother.
>
> 2) The 912S is a little anemic at high density altitudes.At 7,000+
> feet the plane has difficulty accelerating past 55 knots on take off
> until the gear/flaps are lifted a little.Climb rate at these altitudes
> can also be lower than I would like.
>
> 3) The mixture becomes rich at altitude, negating the fuel economy
> advantages of flying at altitude.The 914 is altitude compensating, and
> I assume the Jabiru has a mixture control (?).
>
> 4) Although the Rotax is claimed to have a TBO of 1000 hours or greater
> it is recommended that the gearbox be removed and sent in for check out
> every 300-400 hours.There have also been suggestions that idling the
> 912S down to 1400 rpm can cause damage to the gearbox due to rough
> idling.We idle our engine at about 1700-1800 rpm, which make the
> landings a little hotter with the additional idle thrust.
>
> just my two cents worth,
> regards,
> Terry Seaver
> A135 / N135TD
>
> Richard Sementilli wrote:
>
> -- Europa-List message posted by: Richard Sementilli rsementi@gmai...
>
> I am down to 3 choices for an engine for my Europa.
> 1. Rotax 912S
> 2. Rotax 914
> 3. Jabiru 3300
>
> I would like to get objective opinions and actual experiences from
> anyone about the pro's and cons of each engine.
> My first choice is the 914 because of the all around performance but
> more than the huge price, I am worried about the complexity of the
> engine as it relates to maintenance and overall reliability. I have
> spoken to a few mechanics for Rotax but none of them have any
> experience with the 914 turbo. They all say to keep it simple and go
> with the 912 or the 3300. I agree but I'm willing to stretch that goal
> iffeel that I could handle the burden of its complexity.
>
>
> My most probable choice would be the 912S because it seems I can get
> great performance (the same or better than the Jabiru 3300) with
> relative ease of operation and mainenance, lighter weight, and
> comparable price to the Jabiru. I've even found a mechanic that is
> near (2 hours away) to my location. However, to the best of my
> research, it is still a more complicated engine and drive unit than
> the simple low reving Jabiru. It needs pump gas almost always, which
> may not be easy to come by during cross country flights.
> The Jabiru is the least expensive, most simple design, seems easier to
> maintain, and is direct drive. However, it's less proven, heavier and
> I can't find any repair facilities in the NY tristate area.
> Am I missing any other engine possibilities that could be even a better choice?
>
>
>






________________________________  Message 5  _____________________________________


Time: 06:38:09 AM PST US
From: "Gilles Thesee" <Gilles.Thesee@ac-g...>
Subject: Re: Europa-List: 912S - cylinder cowl???

--> Europa-List message posted by: "Gilles Thesee" <Gilles.Thesee@ac-g...>


> Gilles,
>
> Thank you for your quick response:
>
You're welcome

> - Did you retrofit it before first flight, or later because you
experienced
> high cyl. head temperatures?
>

Before first flight

> - Is it easy to retrofit?
>
>

Yes. Nevertheless you have to remove the induction manifolds. You need to
add some RTV to insure leak-free enclosure of the top of the cylinders.

Regards,

Gilles Thesee
Grenoble, France






________________________________  Message 6  _____________________________________


Time: 06:38:09 AM PST US
From: "nigel charles" <nigelcharles@tisc...>
Subject: Europa-List: Overvoltage problems - crowbar unit does its job

--> Europa-List message posted by: "nigel charles" <nigelcharles@tisc...>

I have had a report from one of our UK Europa pilots that might be of
interest to others. His info and my comments are included below.

>>I am sure you will be pleased to hear that it appears the crowbar was
actually doing a good job and protecting my avionics and battery.  The
crowbar was checked and given a clean bill of health, so I reinstalled
it.  Since removing the crowbar, I have been monitoring the voltmeter
very carefully but I have never seen it go above 13,8V in flight.
However, when I started the engine after reinstalling the crowbar, the
volt meter recorded 16V at 3000 rpm.  To cut a long storey short, I
changed the regulator for the original one (Bob Nuckolls suggested I
replaced it after I blew my capacitor when I first installed the
crowbar) and the voltage remained at 13.8V.  So it looks like the
replacement regulator has developed an intermittent fault causing the
over-voltage I experienced in Germany.  I will probably order another
regulator just in case it was weakened when I blew the capacitor.<<

I am sorry to hear that you are still having problems with your
electrical system. However it is gratifying to know that the crowbar
unit is doing its job. A continuous voltage of 16 volts would certainly
damage the battery. An occasional blip to that level would be no real
problem but I would want to get it fixed after returning to my home
airfield. As we discussed isolating the crowbar unit is acceptable as a
get you home measure provided that you do not get continuous high
voltages. If this happens during the return flight the generator should
be isolated from the rest of the system without delay (less than 20
minutes say). If this can be achieved by circuit breaker/switch
selection it would avoid an immediate diversion. It would then be a case
of minimising electrical load and monitoring battery voltage closely.
For bad weather or flights requiring system powered radio/GPS I would
not rely on a battery for more than 30 minutes (less if it is old or not
fully topped up before the failure). If the aircraft needed electrical
power for the engine to run (eg Subaru or 914 powered aircraft) a
diversion should be made to the nearest suitable airfield.

Nigel Charles






________________________________  Message 7  _____________________________________


Time: 06:46:04 AM PST US
From: "nigel charles" <nigelcharles@tisc...>
Subject: RE: Europa-List: What engine for my Europa?

--> Europa-List message posted by: "nigel charles" <nigelcharles@tisc...>

>>I also read another email here on the Europa list that claims
wonderful performance even at altitude with the 912S...I'm so
confused!!!<<

At max take-off weight, 5000rpm set and max throttle, 7000ft pressure
altitude and OAT +20degC, I recorded 600fpm which is not bad when I
still had another 500rpm available if required. To make the most of the
performance a constant speed prop is a great help. Maybe this poor
performance was with a fixed pitch prop.

Nigel Charles






________________________________  Message 8  _____________________________________


Time: 06:59:30 AM PST US
From: "Dave Anderson" <dja767@char...>
Subject: Europa-List: Rre: Long wing and ratings

--> Europa-List message posted by: "Dave Anderson" <dja767@char...>


      And do you need to also have a "self launch" logbook endorsement ?
      Kevin


Yes, you do - I forgot about that!

Dave






________________________________  Message 9  _____________________________________


Time: 08:14:28 AM PST US
Subject: Re: Europa-List: What engine for my Europa?
From: Richard Holder <rholder@avne...>

--> Europa-List message posted by: Richard Holder <rholder@avne...>

> As a newcomer, I am still confused but overall, I have been getting
> more positive feedback vs. negative feedback. Plus, I asked for
> objective observations and actual experience with the 912S. I think
> Terry is simply stating his experiences. Hopefully we'll all learn how
> to get the engine to run smoother than he is experiencing.
>
> Does anyone out there have any suggestions or solutions to the rough
> start/stop and idle of the 912 S?

My twopennyworth, although with the problems I have had I can't claim to be
an expert.

The idle should be 1600 - 1800 when the engine is hot. Do not let it idle at
1400 as it will be rough.

Start/stop :

Start, use the Heavy Duty starter. It whizzes round the engine so much (50%
100% ?) faster than the standard starter and it catches straightaway so no
bouncing on start.

Stop, Ease off the throttle down to 2000, turn off one mag, ease throttle to
idle (maybe 1500 with only one mag) and immediately turn it off. Much
smoother I find.

Remember that smoothness is almost always associated with the adjustment of
the carb balance and that means having carefully aligned throttle cables
(inner and outer). I have added an extra return spring on one carb to
counteract the apparent inconsistency in the linkages. (A re-installation
from scratch is planned). Also as you spend almost all the time at around
5000 rpm it is the 5000 carb balance that must be adjusted, not any idle
figure. If it doesn't seem to balance properly then you are getting
inconsistent positioning of the throttle levers due to imbalances in the
cable inners and outers.

As the carb balance can only be set at one rpm it must be 5000 even if the
idle balance is then out.

With mine there is a vibration at 3000 rpm. If it is bad it means the 5000
balance is out. When the 5000 balance is OK then the 3000 balance is
_almost_ OK ! Either way avoid the use of 3000 !

HTH, and I am happy to be shot down in flames. Don't forget that if you are
getting propeller "kick-back" at start you are knackering your sprag-clutch
and left too long the sprag clutch will have to be replaced, It is a much
more difficult/expensive job than just changing the starter.

Richard
Richard F.W. Holder                      01279 842804 (POTS)
Bell House, Bell Lane,                   01279 842942 (fax)
Widford, Ware, Herts,                    07860 367423 (mobile)
SG12 8SH                        email : richard.holder@avne...
++++++++ Please note new email address ++++++++
Europa Classic Tri-gear : G-OWWW, 912S Airmaster, High Cross
PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)






________________________________  Message 10  ____________________________________


Time: 09:27:20 AM PST US
From: John & Paddy Wigney <johnwigney@worl...>
Subject: Re: Europa-List: What engine for my Europa?

--> Europa-List message posted by: John & Paddy Wigney <johnwigney@worl...>

<<<<<<<<<<
Time: 09:53:41 AM PST US
From: Terry Seaver <terrys@cisc...>
Subject: Re: Europa-List: What engine for my Europa?
Hi Richard,
You didn't say where you do your flying.  If you intend flying at
altitude like we do around the Sierra Nevadas, you might consider the
914 the best bet.
We have a mono-wheel XS with 912S and Airmaster prop.  I would seriously
consider installing the 914 or Jabiru over the 912S, given our
experiences (we have over 400 hours on the plane/engine).
Issues I have with the 912S are:

1) It shakes the whole plane when starting and stopping, causing great
stress on any number of componants.  Our exhaust system is in constant
need of repair because of this.  An ignition wire probably broke because
of this.  Standing outside the uncowled engine and watching the extreme
travel of the shaken componants can be a real eye opener.  It is not
unusual to see +2G/0G on the panel mounted accelerometer following a
start or stop.   I would guess the 912S is worse than the 914 because of
its higher compression.  I would expect the Jabiru to be much smoother.

2) The 912S is a little anemic at high density altitudes.  At 7,000+
feet the plane has difficulty accelerating past 55 knots on take off
until the gear/flaps are lifted a little.  Climb rate at these altitudes
can also be lower than I would like.

3) The mixture becomes rich at altitude, negating the fuel economy
advantages of flying at altitude.  The 914 is altitude compensating, and
I assume the Jabiru has a mixture control (?).

4) Although the Rotax is claimed to have a TBO of 1000 hours or greater
it is recommended that the gearbox be removed and sent in for check out
every 300-400 hours.  There have also been suggestions that idling the
912S down to 1400 rpm can cause damage to the gearbox due to rough
idling.  We idle our engine at about 1700-1800 rpm, which make the
landings a little hotter with the additional idle thrust.
just my two cents worth, regards, Terry Seaver A135 / N135TD
>>>>>>>>>>>>

Hi Terry,

I have just a few comments that not all 912S installations behave in the same way.
When I start or stop my 912S, it does so quickly - no shake, rattle or roll.
Perhaps the prop weight and inertia are factors, my Whirlwind 2 blade prop
is very light at 9 lbs. I have the standard factory Lord MT04 rubber vibration
mounts.

I cannot testify regarding high density altitude take-offs but I have demonstrated
200 ft/min climb rate at 16,000 ft at a take-off weight of 1312 lbs during
a service ceiling check. I agree that the 914 will definitely give one better
performance and a higher comfort factor in the Rockies and the Sierra Nevadas
but for owners who are usually east of the Mississipi, the 912S should serve
very well.

I am sure you are correct that the mixture does become rich at altitude but there
certainly is some altitude compensation on the 912S. My typical full throttle/5500
rpm fuel flows at 2,500, 5,000 and 10,000 ft are 6.6, 6.2 and 5.5 US gph.
My fuel economy also seems to be quite good at altitude and the following
is an extract from a logbook entry on 12.12.03 which was the record of a careful
3 cornered run at 10,000 ft, 5500 rpm and full throttle. "Average airspeed
= 124 kts indicated, average groundspeed = 141.7 kts per GPS (=163 mph), average
fuel flow = 5.5 US gph = 29 miles per US gal." (Take off temperature at 840
ft was 6 deg C, so it was a cool day.)

Cheers, John

N262WF, mono XS, 912S, Whirlwind hydraulic C/S prop, factory speed kit fairings,
370 hours
Mooresville, North Carolina
704-664-4167






________________________________  Message 11  ____________________________________


Time: 12:07:37 PM PST US
From: Terry Seaver <terrys@cisc...>
Subject: Re: Europa-List: What engine for my Europa?

--> Europa-List message posted by: Terry Seaver <terrys@cisc...>


Richard Sementilli wrote:

>--> Europa-List message posted by: Richard Sementilli <rsementi@gmai...>
>
>Thank you for your email.
>1. Yes, I've heard about the bumpy starts and stops with the 912S
>motor. I also heard that the new ones are equipped with a stronger
>starter motor that powers through the high compression starts, have
>you heard this? I aslo read another email here on the Europa list that
>claims wonderful performance even at altitude with the 912S...I'm so
>confused!!!
>  
>
There was a change to beefier anti-servo tab drive pins (with associated
'recall' and retrofit) because drive pins were being sheared off during
rough starts.  We are NOT the only ones with damage due to hard starts.

We also get about 200 fpm climb at 12,000'+.  I would like more when
climbing to 14,500' to clear the mountains, especially with the
turbulence, rotors, etc. that exist in these areas.  A 914 would give
more margin.

>2. I intend to fly it mostly on the east coast but I do intend to take
>it to Lake Tahoe too so I was hoping to get through the mountains with
>the 912S. I would buy the 914 turbo but I am afraid of the reliability
>and complexity of the engine.
>3. I have never heard about the mixture issue, is that common?
>  
>
Yes, we get about the same mileage at 10,000+ feet as at sea level, as  
reported by others.  Having paid in time and fuel for the climb to
altitude, you should be able to get better mileage when you get there.  
You do with the 914, not the 912S.  You decide if it matters.

>4. Never heard about the gear box wear due to the bumby idle either.
>  
>
This is what we were told by Lockwood.  I have heard it elsewhere.  I
also have had such problems with a rented Katana (Rotax 912 powered),
with a damaged gear box, presumably from rough starts and/or low idle.

>Is their any solution to this while still using the 912S?
>  
>
We were told to keep the idle speed up, that is the solution.

>
>On Mon, 08 Nov 2004 09:53:15 -0800, Terry Seaver <terrys@cisc...> wrote:
>  
>
>>--> Europa-List message posted by: Terry Seaver <terrys@cisc...>
>>
>>Hi Richard,
>>
>>You didn't say where you do your flying.  If you intend flying at
>>altitude like we do around the Sierra Nevadas, you might consider the
>>914 the best bet.
>>We have a mono-wheel XS with 912S and Airmaster prop.  I would seriously
>>consider installing the 914 or Jabiru over the 912S, given our
>>experiences (we have over 400 hours on the plane/engine).
>>Issues I have with the 912S are:
>>
>>1) It shakes the whole plane when starting and stopping, causing great
>>stress on any number of componants.  Our exhaust system is in constant
>>need of repair because of this.  An ignition wire probably broke because
>>of this.  Standing outside the uncowled engine and watching the extreme
>>travel of the shaken componants can be a real eye opener.  It is not
>>unusual to see +2G/0G on the panel mounted accelerometer following a
>>start or stop.   I would guess the 912S is worse than the 914 because of
>>its higher compression.  I would expect the Jabiru to be much smoother.
>>
>>2) The 912S is a little anemic at high density altitudes.  At 7,000+
>>feet the plane has difficulty accelerating past 55 knots on take off
>>until the gear/flaps are lifted a little.  Climb rate at these altitudes
>>can also be lower than I would like.
>>
>>3) The mixture becomes rich at altitude, negating the fuel economy
>>advantages of flying at altitude.  The 914 is altitude compensating, and
>>I assume the Jabiru has a mixture control (?).
>>
>>4) Although the Rotax is claimed to have a TBO of 1000 hours or greater
>>it is recommended that the gearbox be removed and sent in for check out
>>every 300-400 hours.  There have also been suggestions that idling the
>>912S down to 1400 rpm can cause damage to the gearbox due to rough
>>idling.  We idle our engine at about 1700-1800 rpm, which make the
>>landings a little hotter with the additional idle thrust.
>>
>>just my two cents worth,
>>regards,
>>Terry Seaver
>>A135 / N135TD
>>
>>Richard Sementilli wrote:
>>
>>    
>>
>>>--> Europa-List message posted by: Richard Sementilli <rsementi@gmai...>
>>>
>>>I am down to 3 choices for an engine for my Europa.
>>>1. Rotax 912S
>>>2. Rotax 914
>>>3. Jabiru 3300
>>>
>>>I would like to get objective opinions and actual experiences from
>>>anyone about the pro's and cons of each engine.
>>>My first choice is the 914 because of the all around performance but
>>>more than the huge price, I am worried about the complexity of the
>>>engine as it relates to maintenance and overall reliability. I have
>>>spoken to a few mechanics for Rotax but none of them have any
>>>experience with the 914 turbo. They all say to keep it simple and go
>>>with the 912 or the 3300. I agree but I'm willing to stretch that goal
>>>if  feel that I could handle the burden of its complexity.
>>>My most probable choice would be the 912S because it seems I can get
>>>great performance (the same or better than the Jabiru 3300) with
>>>relative ease of operation and mainenance, lighter weight, and
>>>comparable price to the Jabiru. I've even found a mechanic that is
>>>near (2 hours away) to my location. However, to the best of my
>>>research, it is still a more complicated engine and drive unit than
>>>the simple low reving Jabiru. It needs pump gas almost always, which
>>>may not be easy to come by during cross country flights.
>>>The Jabiru is the least expensive, most simple design, seems easier to
>>>maintain, and is direct drive. However, it's less proven, heavier and
>>>I can't find any repair facilities in the NY tristate area.
>>>Am I missing any other engine possibilities that could be even a better choice?
>>>      
>>>
>>    
>>
>>>
>>>
>>>      
>>>
>>
>>    
>>
>
>
>  
>






________________________________  Message 12  ____________________________________


Time: 12:43:51 PM PST US
From: DuaneFamly@aol....
Subject: Re: Europa-List: Overvoltage problems - crowbar unit does its job

--> Europa-List message posted by: DuaneFamly@aol....

Good day All,

I'm looking for information.....not wanting to start any wars....so I'll ask
my question nicely.

Would this situation give credence to running a 24v aircraft system? Most
aircraft electronics will accept voltages from 10 to 32 volts, so if this were
to
happen in an aircraft running a 24v system you would have much more reserve.
An alternator shut down on a 12v system leaves you only 2 volts from
electronic shutdown, whereas with a 24v system you have a lot more reserve to safely

get the aircraft down. Also, the electronics usually draws half the current in
a
24v system, thereby further increasing your reserve. And with less current
draw, smaller wire could be used thereby saving $ and weight.

Am I on the right path in my thinking? What am I missing?


Mike Duane A207
Redding, California
XS Conventional Gear
Just about to put the top on but still finding little things to do before
that.






________________________________  Message 13  ____________________________________


Time: 02:29:58 PM PST US
From: "Cliff Shaw" <flyinggpa@comc...>
Subject: Re: Europa-List: Overvoltage problems - crowbar unit does its job

--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comc...>

Mike

Your thinking is right/wrong.  There are too many variables to make this an
easy black/white question.

Yes    You are right in thinking that 24 (28 really) volts has a wider
margin compared to a 12 volt system -- IF !!!!   The 24 volt system is
really a 12 volt system with voltage regulators changing the 24 to 12 volts
inside the radio  of what ever. That is the usual way they are made.  In
fact the inside circuitry is often much lower that 12 volts ( maybe 3
volts ) . This said, the regulator is now of concern. There are several
kinds of these circuits. Most just "waste" away the excess power ( big
heatsinks ) that comes from the 24 volt input. ( not much savings in
amperage usage there)  Others can really convert the 24 to a lower voltage,
but they are much moor expensive and a source of electrical interference
that must be dealt with. (no free lunch).

On top of that, Our ROTAX will not support a 24 volt charging system.  It is
possible to build this kind of system, but it would be very complicated.  I
would love to do it but the KISS principal is much stronger in me now, after
building two Europas and flying mine over 100 hours.

I suggest that you use the Europa Factory electrical diagram and be happy
and safe. It works very well !!!!

Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555


> Am I on the right path in my thinking? What am I missing?
>
>
> Mike Duane A207






________________________________  Message 14  ____________________________________


Time: 02:33:34 PM PST US
From: "Raimo Toivio" <raimo.toivio@rwm....>
Subject: Re: Europa-List: New Spar Pip-pn

--> Europa-List message posted by: "Raimo Toivio" <raimo.toivio@rwm....>

Just one for port side.
For stbd-side, I believe
one and original plane pin
(w/o pips) had to be usable.

Raimo

Raimo M W Toivio

OH-XRT #417
OH-CVK
OH-BLL

37500  Lempaala
Finland
tel + 358 3 3753 777
fax + 358 3 3753 100
gsm + 358 40 590 1450

raimo.toivio@rwm....
www.rwm.fi

----- Original Message -----
From: "Duncan McFadyean" <ami@mcfa...>
Subject: Re: Europa-List: New Spar Pip-pn


> --> Europa-List message posted by: "Duncan McFadyean" <ami@mcfa...>
>
> One pip or two pips?
>
> Duncan Mcf.
> ----- Original Message -----
> From: "Raimo Toivio" <raimo.toivio@rwm....>
> To: <europa-list@matr...>
> Subject: Europa-List: New Spar Pip-pn
>
>
> > --> Europa-List message posted by: "Raimo Toivio" <raimo.toivio@rwm....>
> >
> > For your information:
> >
> > As you remember my earlier pip-pin disaster,
> > I ordered last Thursday a new pip-pin from
> > www.mcmaster.com
> > and got it today. So it was only four days
> > shipment from the other side of the ball.
> > McMaster-Carr service is exellent.
> >
> > I decided to try part # 93750A720 which is
> > T-Handle Push-Button Quick-Release Pin
> > W/ Lanyard, 1/2" Diameter,  3 1/2" Usable
> > Lenght.
> >
> > Unit Price is 32,32 USA dollars.
> >
> > What I got:
> >
> > It looks exactly like original exept
> > T-handle and lanyard. I think manufacturer
> > is same. The head of the pin is slightly less
> > tapered. All the materials, dimensions and
> > even colours seems to be same. It works
> > just like original do. So far I am happy.
> >
> > Raimo M W Toivio
> >
> > OH-XRT #417
> > OH-CVK
> > OH-BLL
> >
> > 37500  Lempaala
> > Finland
> > tel + 358 3 3753 777
> > fax + 358 3 3753 100
> > gsm + 358 40 590 1450
> >
> > raimo.toivio@rwm....
> > www.rwm.fi
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>






________________________________  Message 15  ____________________________________


Time: 03:49:10 PM PST US
From: "Steve Crimm" <steve.crimm@step...>
Subject: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Crimm" <steve.crimm@step...>

Flight,

In the XS that I recently purchased it has NACA vents, on each side of the
cabin for fresh air, that were provided by Europa with the kit.  These vents
have an adjustment screw that allows for the opening and closing of a little
flap for the vent.  

Well here is the problem, one of  the adjustment parts, the screw shaft, is
broken so it is either wide open or closed by stuffing something against the
flap to hold it closed.  

Has anyone in out worldwide family had this same problem?  

And has anyone, who is really creative, been able to repair this type of
vent issue?

And does anyone know who the manufacture of the adjustable vent might be?

Thanks,

Steve Crimm
N15JN
A058

This is an amazing little airplane...






________________________________  Message 16  ____________________________________


Time: 03:52:16 PM PST US
Subject: Re: Europa-List: New Spar Pip-pn
From: "Fred R. Klein" <fklein@orca...>

--> Europa-List message posted by: "Fred R. Klein" <fklein@orca...>


>> --> Europa-List message posted by: "Duncan McFadyean"
>> <ami@mcfa...>
>>
>> One pip or two pips?
>>
>> Duncan Mcf.

Duncan,

A couple of months ago when we all had at this issue, in my checking of the
McMaster catalogue showed me that each pin had 2 pips...i.e., 2 pips
opposite oneanother. FYI, McMaster also sells a line of heavier duty pins
which have 2 rows of 2 pips each.

Fred
A194






________________________________  Message 17  ____________________________________


Time: 04:19:05 PM PST US
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents
From: "David Glauser" <david.glauser@xpsy...>

--> Europa-List message posted by: "David Glauser" <david.glauser@xpsy...>

I'm fairly sure that Aircraft Spruce sells this exact vent.

dg

-----Original Message-----
From: owner-europa-list-server@matr...
[mailto:owner-europa-list-server@matr...] On Behalf Of Steve Crimm
Subject: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Crimm"
--> <steve.crimm@step...>

Flight,

In the XS that I recently purchased it has NACA vents, on each side of
the cabin for fresh air, that were provided by Europa with the kit.
These vents have an adjustment screw that allows for the opening and
closing of a little flap for the vent.  

Well here is the problem, one of  the adjustment parts, the screw shaft,
is broken so it is either wide open or closed by stuffing something
against the flap to hold it closed.  

Has anyone in out worldwide family had this same problem?  

And has anyone, who is really creative, been able to repair this type of
vent issue?

And does anyone know who the manufacture of the adjustable vent might
be?

Thanks,

Steve Crimm
N15JN
A058

This is an amazing little airplane...






________________________________  Message 18  ____________________________________


Time: 04:24:51 PM PST US
From: N55XS <topglock@cox....>
Subject: Europa-List: Europa Aircraft 2004 Service

--> Europa-List message posted by: N55XS <topglock@cox....>

Just wanted to share my experience.  Just recently, I contacted John
Wheeler at Europa to order a few parts.  John was quick to respond to my
inquiries, providing availability and pricing, including shipping
costs.  I ordered a few of the lighter parts and had them shipped
airmail, to the USA.  They arrived in just over a week.  I've got to
hand it to the new company.  They're doing everything they can to make
it a going concern, again.

My genuine thanks to John and the new Europa staff for all their
efforts.  Consider me a satisfied customer...

--
Jeff - A055
Builders Log: http://www.N55XS.com






________________________________  Message 19  ____________________________________


Time: 04:52:00 PM PST US
From: <beecho@beec...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: <beecho@beec...>

Hi Steve
Yep, many have had the problem, which is why I did not install them but
found other ways.  I have the supplied vents and you are welcome to them.
The price is 0.  
Tom Friedland
A079 XS mono Jab/Airmaster

-----Original Message-----
From: owner-europa-list-server@matr...
[mailto:owner-europa-list-server@matr...] On Behalf Of Steve Crimm
Subject: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Crimm"
<steve.crimm@step...>

Flight,

In the XS that I recently purchased it has NACA vents, on each side of the
cabin for fresh air, that were provided by Europa with the kit.  These vents
have an adjustment screw that allows for the opening and closing of a little
flap for the vent.  

Well here is the problem, one of  the adjustment parts, the screw shaft, is
broken so it is either wide open or closed by stuffing something against the
flap to hold it closed.  

Has anyone in out worldwide family had this same problem?  

And has anyone, who is really creative, been able to repair this type of
vent issue?

And does anyone know who the manufacture of the adjustable vent might be?

Thanks,

Steve Crimm
N15JN
A058

This is an amazing little airplane...






________________________________  Message 20  ____________________________________


Time: 04:52:00 PM PST US
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents
From: "Tony Krzyzewski" <tonyk@kaon...>

--> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon...>


>>> I'm fairly sure that Aircraft Spruce sells this exact vent.

They do... And they break just as easily!

Tony






________________________________  Message 21  ____________________________________


Time: 05:13:36 PM PST US
From: "Steve Crimm" <steve.crimm@step...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Crimm" <steve.crimm@step...>

Having searched Aircraft Spruce's web site and print catalog I haven't seen
a NACA vent that is adjustable.  If someone knows the part number that might
help. The last thing I want to do is replace the vent.  Coming to think of
it, it probably won't happen...

Anyone ever repaired them?

Steve

-----Original Message-----
From: owner-europa-list-server@matr...
[mailto:owner-europa-list-server@matr...] On Behalf Of Tony Krzyzewski
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon...>


>>> I'm fairly sure that Aircraft Spruce sells this exact vent.

They do... And they break just as easily!

Tony


advertising on the Matronics Forums.






________________________________  Message 22  ____________________________________


Time: 05:25:51 PM PST US
From: "Dean Seitz" <daseitz@cfl....>
Subject: RE: Europa-List: Europa Aircraft 2004 Service

--> Europa-List message posted by: "Dean Seitz" <daseitz@cfl....>

I had ordered a FWF kit without cowl six weeks ago. They told me it would
ship in three weeks but it took six for them to get it together. They
shipped it Friday and it was here at Orlando airport yesterday. There was
some problem with a tarrif number with customs but after a morning of phone
calls it was finally straightened out and it will be delivered tomorrow. If
you are going to get a large order from them make sure you get all the
information for customs before it gets into the US. The airline would only
hold it for 36 hours before they start charging $25 a day storage.
Good news is I have a FWF kit, a 914 turbo and waiting for an Airmaster CS
prop (they quoted January for delivery).

Dean Seitz
A284   N284A  Tri gear

-----Original Message-----
From: owner-europa-list-server@matr...
[mailto:owner-europa-list-server@matr...] On Behalf Of N55XS
Subject: Europa-List: Europa Aircraft 2004 Service

--> Europa-List message posted by: N55XS <topglock@cox....>

Just wanted to share my experience.  Just recently, I contacted John
Wheeler at Europa to order a few parts.  John was quick to respond to my
inquiries, providing availability and pricing, including shipping
costs.  I ordered a few of the lighter parts and had them shipped
airmail, to the USA.  They arrived in just over a week.  I've got to
hand it to the new company.  They're doing everything they can to make
it a going concern, again.

My genuine thanks to John and the new Europa staff for all their
efforts.  Consider me a satisfied customer...

--
Jeff - A055
Builders Log: http://www.N55XS.com






________________________________  Message 23  ____________________________________


Time: 05:29:34 PM PST US
From: N55XS <topglock@cox....>
Subject: Re: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: N55XS <topglock@cox....>

Steve Crimm wrote:

>--> Europa-List message posted by: "Steve Crimm" <steve.crimm@step...>
>
>Having searched Aircraft Spruce's web site and print catalog I haven't seen
>a NACA vent that is adjustable.  If someone knows the part number that might
>help. The last thing I want to do is replace the vent.  Coming to think of
>it, it probably won't happen...
>
>Anyone ever repaired them?
>
>Steve
>

There was a thread, several months ago, about the fix.  Search the
archives and you'll probably find the answer...

--

Jeff A055
Builders Log: http://www.N55XS.com






________________________________  Message 24  ____________________________________


Time: 05:42:07 PM PST US
From: "Steve Hagar" <hagargs@eart...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Hagar" <hagargs@eart...>

Steve:

Everyone has had your problem, the items are next to worthless.  I fixed
mine before even installing them.  The way I did this was  to bust out the
little wimpy screw studs.  Take the moveable flap and bond it in the full
open position.  Use  superfill to make nice smooth fillets inside for good
air flow.  Bond these in normally to the fuselage.  Then inside the
fuselage make little boxes to mount normal aircraft eyeball vents.  You
then use the eyeball vents to shut off your airflow.

Steve Hagar
A 143
Mesa,AZ


> [Original Message]
> From: Steve Crimm <steve.crimm@step...>
> To: <europa-list@matr...>
> Date: 11/9/2004 6:13:19 PM
> Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents
>
> --> Europa-List message posted by: "Steve Crimm"
<steve.crimm@step...>
>
> Having searched Aircraft Spruce's web site and print catalog I haven't
seen
> a NACA vent that is adjustable.  If someone knows the part number that
might
> help. The last thing I want to do is replace the vent.  Coming to think of
> it, it probably won't happen...
>
> Anyone ever repaired them?
>
> Steve
>
> -----Original Message-----
> From: owner-europa-list-server@matr...
> [mailto:owner-europa-list-server@matr...] On Behalf Of Tony
Krzyzewski
> To: europa-list@matr...
> Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents
>
> --> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon...>
>
>
> >>> I'm fairly sure that Aircraft Spruce sells this exact vent.
>
> They do... And they break just as easily!
>
> Tony
>
>
> advertising on the Matronics Forums.
>
>






________________________________  Message 25  ____________________________________


Time: 05:43:35 PM PST US
From: "Michael Grass" <M.Grass@comc...>
Subject: Re: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Michael Grass" <M.Grass@comc...>

Hi Steve

try page 183 P/N 01-30500 $22.95 Adjustable NACA Air Scoop from the
2003-2004 catalog.

Michael Grass
A266 Trigear
Detroit, MI
CM bonded in
Working (again) on the tailplane
Wings not started yet


----- Original Message -----
From: "Steve Crimm" <steve.crimm@step...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents


> --> Europa-List message posted by: "Steve Crimm"
<steve.crimm@step...>
>
> Having searched Aircraft Spruce's web site and print catalog I haven't
seen
> a NACA vent that is adjustable.  If someone knows the part number that
might
> help. The last thing I want to do is replace the vent.  Coming to think of
> it, it probably won't happen...
>
> Anyone ever repaired them?
>
> Steve
>
> -----Original Message-----
> From: owner-europa-list-server@matr...
> [mailto:owner-europa-list-server@matr...] On Behalf Of Tony
Krzyzewski
> To: europa-list@matr...
> Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents
>
> --> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon...>
>
>
> >>> I'm fairly sure that Aircraft Spruce sells this exact vent.
>
> They do... And they break just as easily!
>
> Tony
>
>
> advertising on the Matronics Forums.
>
>






________________________________  Message 26  ____________________________________


Time: 05:55:33 PM PST US
From: "Cliff Shaw" <flyinggpa@comc...>
Subject: Re: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comc...>

Steve

If your vent broke the threaded stud off like the vent on Bob Jacobsen's
plane did , I can help you. (maybe)  I fixed his by epoxying a new threaded
stud to the flapper plate.  I made the stud out of something (can't remember
what. Maybe a 1/4"- 20 bolt).  Anyway - after gluing the head to the flap it
worked well. I used a knurled nut and a light compression spring with a
couple washers. I think it is still working..

ACS page 183 bottom right of page.  P/N 01-305000     $22.95

Cliff

> Anyone ever repaired them?
>
> Steve
-- Please Support Your Lists This Month --
   (And Get Some AWESOME FREE Gifts!)

PS:     I have !!!!!      Have you?






________________________________  Message 27  ____________________________________


Time: 06:00:46 PM PST US
From: "Steve Crimm" <steve.crimm@step...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Crimm" <steve.crimm@step...>

Thank you sir, you're a gentleman and a scholar.

Steve

-----Original Message-----
From: owner-europa-list-server@matr...
[mailto:owner-europa-list-server@matr...] On Behalf Of Michael Grass
Subject: Re: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Michael Grass" <M.Grass@comc...>

Hi Steve

try page 183 P/N 01-30500 $22.95 Adjustable NACA Air Scoop from the
2003-2004 catalog.

Michael Grass
A266 Trigear
Detroit, MI
CM bonded in
Working (again) on the tailplane
Wings not started yet


----- Original Message -----
From: "Steve Crimm" <steve.crimm@step...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents


> --> Europa-List message posted by: "Steve Crimm"
<steve.crimm@step...>
>
> Having searched Aircraft Spruce's web site and print catalog I haven't
seen
> a NACA vent that is adjustable.  If someone knows the part number that
might
> help. The last thing I want to do is replace the vent.  Coming to think of
> it, it probably won't happen...
>
> Anyone ever repaired them?
>
> Steve
>
> -----Original Message-----
> From: owner-europa-list-server@matr...
> [mailto:owner-europa-list-server@matr...] On Behalf Of Tony
Krzyzewski
> To: europa-list@matr...
> Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents
>
> --> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon...>
>
>
> >>> I'm fairly sure that Aircraft Spruce sells this exact vent.
>
> They do... And they break just as easily!
>
> Tony
>
>
> advertising on the Matronics Forums.
>
>






________________________________  Message 28  ____________________________________


Time: 06:11:20 PM PST US
From: "Dan Bish" <n914rb@eart...>
Subject: Re: Europa-List: Europa Aircraft 2004 Service

--> Europa-List message posted by: "Dan Bish" <n914rb@eart...>

I have to echo that Jeff. I ordered some parts for the fuel level sender via
fax and found them in my mailbox about a week later. Excellent service.

Dan
N914RB - Tucson, AZ

----- Original Message -----
From: "N55XS" <topglock@cox....>
Subject: Europa-List: Europa Aircraft 2004 Service


> --> Europa-List message posted by: N55XS <topglock@cox....>
>
> Just wanted to share my experience.  Just recently, I contacted John
> Wheeler at Europa to order a few parts.  John was quick to respond to my
> inquiries, providing availability and pricing, including shipping
> costs.  I ordered a few of the lighter parts and had them shipped
> airmail, to the USA.  They arrived in just over a week.  I've got to
> hand it to the new company.  They're doing everything they can to make
> it a going concern, again.
>
> My genuine thanks to John and the new Europa staff for all their
> efforts.  Consider me a satisfied customer...
>
> --
> Jeff - A055
> Builders Log: http://www.N55XS.com
>
>






________________________________  Message 29  ____________________________________


Time: 06:41:57 PM PST US
From: "Steve Crimm" <steve.crimm@step...>
Subject: RE: Europa-List: Europa provided adjustable NACA cabin vents

--> Europa-List message posted by: "Steve Crimm" <steve.crimm@step...>

Cliff,

Yep, it was the little threaded stud that broke.  I like your fix Cliff.
Anyway the catalog I have is 2004/2005 and I searched the web site for part
number and couldn't find it. But I did find www.PrescottProducts.com who
have an adjustable vent, this may be the one from Aircraft Spruce but with a
different part #.  With the spare vents from Tom and Cliff's fix I think I
can come up with a solution.  Wonder if there is a market for a NACA vent
fix-it kit?  

It is amazing I have been looking on my own for a week or so with out any
luck and then when I post a help msg to the forum I find a possible mfg of
the part the same night.  Why didn't that happen last week? But then I got
some really good help from the group.

Thanks guys,    (are there any ladies in the group, have to be careful)

Steve


Steve

If your vent broke the threaded stud off like the vent on Bob Jacobsen's
plane did , I can help you. (maybe)  I fixed his by epoxying a new threaded
stud to the flapper plate.  I made the stud out of something (can't remember
what. Maybe a 1/4"- 20 bolt).  Anyway - after gluing the head to the flap it
worked well. I used a knurled nut and a light compression spring with a
couple washers. I think it is still working..

ACS page 183 bottom right of page.  P/N 01-305000     $22.95

Cliff












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