Yup, me again. For those of you who haven't read the 'Praise for Europa.......'
yet, my apologies for this introduction. I hope you are 'off line' as this may
be a bit long.
Staverton. I was quite interested to go as, although a wee bit early yet, I want
to be in the position of having all the info together to make the decision on
what engine to have when needed.
Anyway, we got there more or less on time. It was quite strange arriving at
Staverton from the 'public' side as the airfield is surrounded by a high wire
security fence, but on wandering into one of the local flying clubs to ask the
way I was told to walk through the other door to airside and ask the Fire
People, on the basis that if they didn't know, then nobody would, and God help
them if they got a fire. So much for security!
Found the right hanger/workshop/factory. Lots of people and Suites around and a
number of aircraft outside sporting rotary engines - Katanas, gliders with
pop-up engines (sorry, not good with the names), other fixed wing 'planes and a
single place helicopter that did silly things like hovering a few feet off the
ground between hangers and trees in a buffetting wind. We all stepped back quite
a way when it rose off the ground and got bored after a few minutes. Liked the
reg. mark, though - G-HALO. Unfortunately, it took about ten minutes to get it's
engine going which took the shine off things a bit.
Well, Mid-West had really made an effort with their limited resources and full
marks to them. Registration complete with Mid-West badge, glass of Bucks fizz to
get everyone going and; lo and behold; wheel out the local dignitaries - well
almost, as it was the Mayor of Tewksbury, which is in fact quite a way away, but
presumably the nobs of Cheltenham or Gloucester couldn't make it. Poor chap
looked as it he was completely at sea, if aware of what was going on at all, and
was driven away shortly before things really got interesting - that was after
the official hot air and before people really got talking.
Well, nice looking engine and it was interesting to meet other Europa builders
there who were proposing to use it. I like the fact that there are only a few
moving parts (2 or 3?) but Rotary engines have a bad history regarding thirst,
although in this case it may not be so - time will tell. One of the things I
like about the Europa is the potential fuel economy with the Rotax and although
when you have paid out whatever it will be to have built this aeroplane, fuel
consumption may not be a financial priority, we all have to live with a limited
fuel tank capacity and it will affect range.
The engine itself is the equivalent of a four stroke running on avgas ,leaded or
unleaded (below 6,000ft) mogas, twin ignition, 2 x 294cc water cooled with air
cooled central rotor. The power is claimed to be 85bhp min. a 7,150 rpm
including losses associated with intake and exhaust conditions specified
(whatever they are). Without losses the min. bare engine power at 7,150 rpm is
a
claimed 91 bhp measured at the prop flange. This seems at odds with the
otherwise published 100bhp suggestion that I understood from previously
published information and apparently confirmed by Peter Thomas's advance notice
of this event. That's marketing for you.
Max. continuous rating is 70 bhp at 6,700 rpm. Compression ratio - 9:1; cooling
50:50 water:ethylene glycol; net dry weight (with gearbox) - 55.3Kg (without
optional components); Direction of rotation: Clockwise - looking towards the
prop flange face (with gearbox); Fuel system - from aircraft at 4.5psi, 2 off
Tillotson diaphram type carbs; Generator, max 25.5 amps at 5,500 rpm, 14 volts;
lubrication - total loss with 30% recovery, silkolene Comp 2 oil.
Well there is a bit more and if you want a photocopy of the hand-outs let me
know here or give me a ring on (01235) 532981, or better still, get the
originals from Mid-West Engines Ltd., at Hanger SE 38, Gloucester Airport,
Staverton, Glos. GL51 6SR, Tel. 01452 857456; Fax 01452 856519 who I am sure
will send you the full works.
One item for consideration though - I am quite interested in a VP prop and apart
---From not being sure if this engine/gearbox will accommodate the through shaft
control that the VP props I have seen rely on, I wonder if the power profile
will benefit from one. From what I understand in the bumph, this engine has a
flat torque output and to get the benefit of the power one has to increase the
revs. However, to benefit from a VP prop one is taking advantage of the torque
available at lower revs (as I understand it). Humph! I think. Not being too
technical on these matters I would appreciate it if anyone out there can
enlighten me on this matter.
Oh yes; the TBO is 1,500 hrs, costing 2/3 of the new engine cost. Ouch, but par
for the course I understand, although with so few moving parts I would have
thought that this would have been one area that would have benefitted. Before
you ask, I cannot remember what the cost of the engine is!
We were given a display of a couple of 'planes flying around fitted with these
engines and they seemed really quite quiet and acceptable to 'joe public'.
Very finally, Andy told me that a number (4-6) of German gents got together and
ordered their Rotax engines direct - or maybe through their Rotax dealer as a
group purchase - and managed to source them at appreciably less than can be/or
will be supplied by Cyclone/Europa. Maybe group purchasing with a direct
approach could be a less expensive option. How about some ideas.
God I'm pissed off with typing. See y'all
Peter
PS: Unless you're unemployed, whatever you do don't subscribe to the 'Flyer
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