Marcel=0AYou might find that the Arplast is already fairly high twist. It's
a good robust prop. If you speak French talk to Alain Petit,=0AHe does-s
peak-some English. His daughter-Laeticia-runs the props business, (la
st time I was there) Her English isn't bad either.=0AGraham=0A=0A=0A_______
_________________________=0A From: David Joyce <davidjoyce@doctors.org.uk>
=0ATo: europa-list@matronics.com =0ASent: Monday, 20 August 2012, 21:39=0AS
ubject: Re: Europa-List: Re: Landing mishap - asking for advise=0A =0A--> E
uropa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>=0A
=0AMarcel, Somewhere in that article I said that the calculations suggest t
hat the high twist prop gave me the equivalent of- 7.5 horse power, if I
remember rightly, (as computed from CAFE calculations). Now the 914 is alre
ady providing lots of horsepower whereas the 912 I would have thought needs
all the help it can get! It did in fact produce modest improvements in cli
mb rate and fuel flow as well as the 4 kt increase in top speed, all showin
g that the high twist blade is more efficient,, and the take off distance w
as notas you say 'increased' but 'Not perceptibly changed'. So it is fair e
nough to say that it is too much hassle to change propeller type, but not t
o say that it would not be any improvement. Regards, David=0A=0AOn Mon, 20
st message posted by: "zwakie" <mz@cariama.nl>=0A> =0A> Thanks David for th
e informative and well-written documentation that you sent to me directly.
>From it I learned that a high twist will not bring me significant improveme
nts in terms of performance or fuel flow, and that it will have a slight ne
gative impact on take-off performance.=0A> =0A> That leaves (only?) one ben
efit of a high-twist propellor for my ship: improved cooling. Since I alrea
dy decided to fight my (small) cooling issues with an oil-water exchanger f
rom Laminowa, I do not (yet) see the point of using a high-twist propellor
on my airplane.=0A> =0A> =0A> frans@privatepilots.nl wrote:=0A>> ONLY if
you are the first one in Europe to have that specific aircraft type / engi
ne / prop combination. If someone (for example in the UK) has already a noi
se certificate for that combination you can just copy the noise certificate
.=0A> =0A> That is true PROVIDED you can submit a detailled noise-measuring
report to go along with the noise-cert. The Noise Certificate by itself wi
ll be insufficient to copy it (been there, done it when I moved my plane fr
om the UK to Dutch register)=0A> =0A> Having read more about propellers ove
r the weekend, I am now inclined to stick with Arplast PV50... (I wish it h
ad some leading-edge protection, but that's another discussion)=0A> =0A>
=0A> frans@privatepilots.nl wrote:=0A>> Maybe some day I will find mysel
f in a situation where I need help, and some fellow Europa flyer will help
me out...=0A> =0A> I hope you will never find yourselves in such a position
, but give me a call if you do :)=0A> =0A> =0A> frans@privatepilots.nl w
rote:=0A>> It is best to have someone experienced in this to take a look at
it, and determine whether this will be a structural or cosmetic repair.=0A
> =0A> My guess is it will be a cosmetic repair given the position where it
pierced, but I definitely want want to make sure by asking an expert. Fran
s, do you know anyone, perhaps yourself?=0A> =0A> =0A> frans@privatepilo
ts.nl wrote:=0A>> The landing gear frame is similar to the engine mount fra
me. I would start by checking the geometry of the propeller flange as descr
ibed in the Europa manual. If this is still ok then it is unlikely somethin
g has bent.=0A> =0A> Unlikely, but not impossible, right? At least, that's
what I read from Bud's- response ("Just a heads up, normally the gear fra
me gets bent and we have to look at the mounting of the frame to the fusela
ge also"). Still, measuring the geometry seems like a sensible good first s
tep... (I already pulled the procedure for this from the build manual)=0A>
=0A> =0A> budyerly@msn.com wrote:=0A>> I'm putting together a bit of inf
o at the shop here in Florida and will email direct to you a FACTORY sugges
ted inspection sequence for the structures, what you should look for in add
itional damage inspections, and once you have the inspections complete will
assist in a repair method to include layup schedules and materials to make
it good as new.=0A> =0A> That would be really helpfull, thanks Bud!=0A>
=0A> =0A> budyerly@msn.com wrote:=0A>> Removal of the engine, I am afrai
d, is mandatory to do a proper inspection.=0A> =0A> Not the thing I would l
ike to hear, but somehow I knew this to be the case. Certainly since I am n
ot willing to cut corners...=0A> =0A> =0A> budyerly@msn.com wrote:=0A>>
I'll send a questionnaire and request photos of you soon.=0A> =0A> Sure, th
anks!=0A> =0A> --------=0A> Marcel=0A> (Europa Classic Tri-Gear PH-MZW)=0A>
=0A> =0A> =0A> =0A> Read this topic online here:=0A> =0A> http://forums.ma
tronics.com/viewtopic.php?p=381388#381388=0A> =0A> =0A> =0A> =0A> =0A>
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