Aha! That's what I thought I had heard .... seems silly though that they did not do the same footwell stretch on both - unless there is a reason such as needing the room for the rotax bits etc.. Oh w
Sorry, but a question from one who hasn't read that part of the manual yet: Apologies if I'm stating the obvious, but how does the factory suggest to locate and align the spar-pin bushing in the seat
hmmm .... I wonder what direction of flex the factory is referring to? If it's in the veritcal axis, and with only two pins holding the spars, how is flex effected by the pins? If it's in the longit
Hi Dave, Congrats again your successful flight testing! Oh for me to dream.... :-) I remember in my glider ride, that John had her trimmed up at around 45-50mph indicated (I did not look if he had an
Ok, apologies in advance it this question is daft, but does the bungee force not increase non-linearly as the stretch? If this is so, does the stick force not become unbalanced when moving off center
I think Bill Lockwood may have a point in that softer mounts would surely change the harmonics of the engine/prop combination. But I wonder if his blanket statement is valid for all prop/engine combo
of an engine to energy engine. PZ: In your extreme example where the engine is hard-bolted to the ariframe, the resonant frequency of the Prop/Engine+Airframe is indeed different --From the the Prop/
I was toying with the idea of making a fuel gauge consisting of an aluminum tube, with a magnetic float in it which would trip some magnetic micro-switches at various heights along the outside of the
Sounds like what Steve D. has done - see: http://homepage.mac.com/sdunsmuir/EuropaSite/Bubble%20Fuel%20Gauge/Bubbl e%20Fuel%20Gauge.html Cheers, Pete A239 John, at this point in time (not building -
I'm not sure, but maybe the second site gauge Steve was putting in the corner of the footwell takes care of the lower readings? Cheers, Pete A239 Any idea how he gets the guage to read the contents o
I wonder what Dennis V. is seeing out in California? Does anyone have the real numbers? Cheers, Pete A239 In cruise configuration at 75% power, at sea level altitude the Europa is a 130-135 knot airp
pity... I can't see why putting his design out in the public domain would impart any liablilty on his part. I can understand that he would like to recoup some of his costs, but since there has been i
I wonder if the temp of the fuel in the 'short-circuit' is still kept low enough to avoid vapour-lock on hot days (versus taking the cooler fuel from the tank)? Curious, Pete Kevin: Yes the 303-6 hos
Just wondering - would it not be simpler/lighter to just add a ratchet-type latch or safetied gate on the brake lever instead of a hydraulic lock? I believe Marting Tuck may even have used a simple r
oops.. sorry.... LOL The mental picture of unlatching a toe-mounted brake.... gotta love it. Cheers, Pete --Original Message-- From: R.C.Harrison [mailto:ptag.dev@ukonline.co.uk] Sent: Mon 3/10/2003
A very bright engineer, Martin Poettcker at our local EAA chapter, who is building a Zenair with a Subaru engine has researched and designed a torsional damper for his personal application. His opini
I agree that cooling the cowl after shutdown would be good idea, but I'm just curious if anyone has any idea why it is hard starting when hot? If it's vapour lock, I would think that running the fuel
Wow, sounds like an easy and effective solution.... but I'm curious why? As I'm not familiar with Bing type carbs, do the Bing carbs flood with the pumps on and no airflow (effectively like using ful
The stops do make sense, but I believe the original reference was to the situation where one is pushing hard on both pedals equally as one would if using toe-brakes trying to stop in a straight line.