Europa-Archive.digest.vol-ow
March 11, 2024 - Present
I wrote a program in Python 3 to read the iLevil data and store the pressure
alt as a variable. Then the program converts that to Icarus format (ALT 12345r)
and sends it to the GTX327.
Also, the iLevil3 (with the GPS upgrade) works with the EchoUAT as a GPS source.
Right now I'm trying to determine the protocol the EchoUAT uses to populate
the pressure altitude over RS232 on COM1. I'm guessing it's GLD90, but not sure
of the message ID or framing.
Other thoughts are with being able to 'export' the live data from the iLevil3,
you can run other instruments like a digital display for ground speed, etc. I
hope this is helpful for someone. Please message/email me if you have any questions.
In this photo from left to right, first is the ground (connected to both sender
and receiver), the middle is the TX to the GTX327, left is the RX from the iLevil3.
Here, you can observe the pressure altitude at 515 feet. I've observed that on
the GTX327, the output is also in Icarus format, rounded, but I'm not certain
about the resolution without conducting further testing. I can readily adjust
the program to match this format, but currently, it's reflecting the resolution
that the iLevil is transmitting (1 foot).
--------
Kyle
Europa Tri-gear (under construction)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513375#513375
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
Whenever I work on my plane I worry about sticking something pointy through
my dynon screen. I tried taping and it never really sticks.
In a moment of inspiration I added two thin shock cords to my panel. This
lowered my stress and consequently made me disproportionately happy.
Will
William Daniell
LONGPORT
+1 786 878 0246
________________________________________________________________________________
| Subject: | Re: Ridiculous mods |
| From: | "Area-51" <goldsteinindustrial(at)gmail.com> |
What's ridiculous about that?!
Only thing missing is the red "remove before flying" tag...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513377#513377
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Ridiculous mods |
Good one!
William Daniell
+1 786 878 0246
On Mon, Mar 11, 2024, 22:39 Area-51 wrote:
> goldsteinindustrial(at)gmail.com>
>
> What's ridiculous about that?!
>
> Only thing missing is the red "remove before flying" tag...
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513377#513377
>
>
________________________________________________________________________________
| Subject: | Re: iLevil send RS232 Icarus to GTX327 |
| From: | "phillik747" <helperpsp(at)gmail.com> |
No its a Raspberry Pi Pico that you can get for around $6.00. I installed micro
python on it, and saved the code to the file system. The only investment is
the pico, 5v power source, and a few wires.
--------
Kyle
Europa Tri-gear (under construction)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513385#513385
________________________________________________________________________________
| From: | "SPURPURA" <SPURPURA(at)aol.com> |
Im expecting the tri-gear shortly from Europa and preparing for the installation.
Im in California and looking for a dolly setup to support the fuselage while
converting. Ive seen Buds dolly setup and appears to work well. Any suggestions?
Just trying to avoid having to reinvent the wheel.
--------
N951EU - Tri-gear & 912ULS, N77EU- Mono & 914
I'D RATHER HAVE A BOTTLE IN FRONT OF ME THAN A FRONTAL LABOTAMY.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513386#513386
________________________________________________________________________________
| Subject: | Trailing edge elevator deflection issue |
| From: | "tonyvaccarella" <tony(at)weimagine.com.au> |
Hello intrepid flyers,
An inspection recently showed that the trailing edge deflection on my Europa XS
was not to spec. We adjusted the rod-ends at the end of the pitch tube but we
only managed to get 12 deg up and 3 deg down (total of 15 deg overall deflection).
Any further adjustments would either provide an increase in the up direction
with a corresponding reduction in the down direction - maintaining the 15
degree overall deflection.
Mass balance weight does not touch its limits and the anti-servo T-Bar is free
and does not hit the fusalage.
Can some wise builder advise the method used to increase the full deflection range
- Id like to get about 16 to 18 degrees if possible.
Many thanks to all
Tony
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513387#513387
________________________________________________________________________________
| From: | D McFadyean <ami-mcfadyean(at)talktalk.net> |
| Subject: | Re: Trailing edge elevator deflection issue |
Check that all other linkages in the elevator system are working at maximum gearage,
i.e. the geometry of all other pushrods and horns are at right angles when
at the middle of their range. If too oblique, there will be loss of range.
Duncan McF.
> On 18/03/2024 12:46 tonyvaccarella wrote:
>
>
>
> Hello intrepid flyers,
>
> An inspection recently showed that the trailing edge deflection on my Europa
XS was not to spec. We adjusted the rod-ends at the end of the pitch tube but
we only managed to get 12 deg up and 3 deg down (total of 15 deg overall deflection).
Any further adjustments would either provide an increase in the up direction
with a corresponding reduction in the down direction - maintaining the
15 degree overall deflection.
>
> Mass balance weight does not touch its limits and the anti-servo T-Bar is free
and does not hit the fusalage.
>
> Can some wise builder advise the method used to increase the full deflection
range - Id like to get about 16 to 18 degrees if possible.
>
> Many thanks to all
>
> Tony
>
> --------
> Tony Vaccarella
> Mascot NSW 2020
> Sydney Australia
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513387#513387
>
>
>
>
>
>
________________________________________________________________________________
| From: | Bud Yerly <budyerly(at)msn.com> |
| Subject: | Re: Trailing edge elevator deflection issue |
Tony,
If our stab mechanism is hitting the mechanical mass balance limits at the
mass balance arm and you are sure the pitch tube MW bearings are clear on t
he pitch torque tube (CS10) in the wing center and there is not mechanical
binding there, look at the following:
It is quite easy technically to adjust the incidence of the stabilator by c
hanging the stabilator balance weight upper and lower mass balance stops.
Hopefully you have done the Mod 70, but even if you haven't, it's straight
forward. (Mod 70 and or the cable sway supports with original TP18 fitting
s can still can be adjusted easily).
You are essentially looking to have +13,-5 or a minimum of +12,-4 degrees o
f trailing edge travel so 16-18 degrees total from full up to down.
Simply carve the upper and lower slots to get the total travel plus the bum
p stop rubber and reinstall the bump stop rubbers and recheck.
I have an archived a document somewhere, but the main issue is the uncomfor
table access if the viewing/inspection plates are small.
I see this all the time on prebuy inspections and it can be an 2-8 hour exe
rcise but it is worth it to get the stab incidence right.
The amount to actually relieve the current stops starts with measurement of
course.
I personally pull off the installed upper rubber stop (as many builders fai
l to adjust for the bump stop thickness) on the top and sometimes the botto
m to make my adjustment but always measure and look first. In some cases a
large upper stop has been made that has about 20mm between the wood cutout
and the fuselage inside top surface. Remove the rubber bump and Demel out
the arc to suit your stab throw needs to increase the TE down (mass balanc
e hitting the top stop). Some have the upper mass balance stop nearly at th
e upper skin so you have the lower limit to move only. In your case with o
nly needing a degree, pull the top rubber stop off and see if you can relie
ve that a bit, then reinstall your rubber bumper and install a stick betwee
n the lower stop and the weight to hold the stop firmly until it dries. To
make it pretty, get the arc set by using a thin metal strip bent to a plea
sing arc while holding the mass balance firmly to the stop limit.
If you have a nose down of -4 degrees and just need a bit on the up stop li
mit, the rubber bolted wood dowel normally can be changed. This can be cha
nged by simply moving the lower stop down a bit (filling and redrilling) or
if clearances are an issue with the stab push pull tube, 3D printing a sma
ller cylinder or by center drilling a smaller wood dowel and fitting a rubb
er hose sized properly to get more trailing edge up to suite your throw nee
ds.
Once the total throw is as you desire (normally 17 degrees (+13,-4)) but yo
u cut or modified both the upper and lower stops, there is little chance th
at the new top and bottom stops are perfect, so one must remove the stabs (
for ease of access) and "simply" remove the TP18 adjustment body bolts and
adjust the mass balance arm and reassemble as necessary to get the stab mec
hanical stops up front to clear nicely. That is time and patience consumin
g to get the desired +13 to -5 hence, 17 degrees may be a better option. A
nd this is where the time and patience grows thin. Suck it up and make a p
in to replace the bolt to make adjustments of the TP18C easier. Then reins
tall the bolt while forcing the pin you made and bolt it up. Carefully and
patiently readjust the full down limit to -4 degrees to -5 degrees so the
pitch tube doesn't bind on the torque tube (full forward stick also not hit
ting the panel). If the controls were built per the manual, you now should
only have the trailing edge up or stick aft issue to get adjusted. Again,
if the torque tube arms in the center tunnel don't hit the limit at the ro
ll tube arm CS08. If you have issues with the original build in this clear
ance, much adjusting will be necessary to allow the stick movement, pushrod
s, arms and torque tube to work properly. Then you have the issues of push
rod adjustment and perhaps even stab push tube lengthening to contend with
. I've done them all and it can try ones patience but it is worth it in th
e end.
To be honest, if you have a weight and balance near 60 per the manual, +12-
4 stab travel is quite acceptable. If it is a nose heavy or tail heavy bea
st, then go for full travel.
If you notice the left and right stab incidence is noticeably different the
n a bit of extra work will make all that work out also, see pdf attached.
Whatever you do, the mechanical bolts and metal fittings can't bind at the
cockpit module linkages. If you can adjust only one stop, life is good.
If you must adjust both, and then find the limit is with the pitch tube hit
ting the mechanical limits. Life will suck a bit. Then we must adjust the
stick travel and limits to just clear and then go back to the stab stop li
mits and continue aft until all is well.
I've only had two cups of coffee, so email back if you need more clarificat
ion Tony.
Best Regards,
Bud Yerly
________________________________
From: owner-europa-list-server(at)matronics.com <owner-europa-list-server@matr
onics.com> on behalf of tonyvaccarella
Sent: Monday, March 18, 2024 8:46 AM
Subject: Europa-List: Trailing edge elevator deflection issue
Hello intrepid flyers,
An inspection recently showed that the trailing edge deflection on my Europ
a XS was not to spec. We adjusted the rod-ends at the end of the pitch tube
but we only managed to get 12 deg up and 3 deg down (total of 15 deg overa
ll deflection). Any further adjustments would either provide an increase in
the up direction with a corresponding reduction in the down direction - ma
intaining the 15 degree overall deflection.
Mass balance weight does not touch its limits and the anti-servo T-Bar is f
ree and does not hit the fusalage.
Can some wise builder advise the method used to increase the full deflectio
n range - Id like to get about 16 to 18 degrees if possible.
Many thanks to all
Tony
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
https://na01.safelinks.protection.outlook.com/?url=http%3A%2F%2Fforums.ma
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________________________________________________________________________________
| From: | tony(at)weimagine.com.au |
| Subject: | Re: Trailing edge elevator deflection issue |
Hi Bud,
As always - a very informative reply.
As it stands now - the mass balance arm top or bottom dont come anywhere ne
ar the stops - so thats not the issue - what else can I look at?
What I dont understand is that I originally check this before first flight
an we were getting bout 14 deg up and on rechecking this weekend I barely g
ot 9 deg up.
Its got me scratching my head.
Regards,
Tony
=C2-
=C2-
Tony,
If our stab mechanism is hitting the mechanical mass balance limits at the
mass balance arm and you are sure the pitch tube MW bearings are clear on t
he pitch torque tube (CS10) in the wing center and there is not mechanical
binding there, look at the following:
=C2-
It is quite easy technically to adjust the incidence of the stabilator by c
hanging the stabilator balance weight upper and lower mass balance stops.
=C2-
Hopefully you have done the Mod 70, but even if you haven't, it's straight
forward.=C2- (Mod 70 and or the cable sway supports with original TP18 fi
ttings can still can be adjusted easily).
=C2-
You are essentially looking to have +13,-5 or a minimum of +12,-4 degrees o
f trailing edge travel so 16-18 degrees total from full up to down.
Simply carve the upper and lower slots to get the total travel plus the bum
p stop rubber and reinstall the bump stop rubbers and recheck.
=C2-
I have an archived a document somewhere, but the main issue is the uncomfor
table access if the viewing/inspection plates are small.
=C2-
I see this all the time on prebuy inspections and it can be an 2-8 hour exe
rcise but it is worth it to get the stab incidence right.
The amount to actually relieve the current stops starts with measurement of
course.
=C2-
I personally pull off the installed upper rubber stop (as many builders fai
l to adjust for the bump stop thickness) on the top and sometimes the botto
m to make my adjustment but always measure and look first.=C2- In some ca
ses a large upper stop has been made that has about 20mm between the wood c
utout and the fuselage inside top surface.=C2- Remove the rubber bump and
Demel out the arc to suit your stab throw needs to increase the TE down (m
ass balance hitting the top stop). Some have the upper mass balance stop ne
arly at the upper skin so you have the lower limit to move only.=C2- In y
our case with only needing a degree, pull the top rubber stop off and see i
f you can relieve that a bit, then reinstall your rubber bumper and install
a stick between the lower stop and the weight to hold the stop firmly unti
l it dries.=C2- To make it pretty, get the arc set by using a thin metal
strip bent to a pleasing arc while holding the mass balance firmly to the s
top limit.
=C2-
If you have a nose down of -4 degrees and just need a bit on the up stop li
mit, the rubber bolted wood dowel normally can be changed.=C2- This can b
e changed by simply moving the lower stop down a bit (filling and redrillin
g) or if clearances are an issue with the stab push pull tube, 3D printing
a smaller cylinder or by center drilling a smaller wood dowel and fitting a
rubber hose sized properly to get more trailing edge up to suite your thro
w needs.=C2-
=C2-
Once the total throw is as you desire (normally 17 degrees (+13,-4)) but yo
u cut or modified both the upper and lower stops, there is little chance th
at the new top and bottom stops are perfect, so one must remove the stabs (
for ease of access) and "simply" remove the TP18 adjustment body bolts and
adjust the mass balance arm and reassemble as necessary to get the stab mec
hanical stops up front to clear nicely.=C2- That is time and patience con
suming to get the desired +13 to -5 hence, 17 degrees may be a better optio
n.=C2- And this is where the time and patience grows thin.=C2- Suck it
up and make a pin to replace the bolt to make adjustments of the TP18C easi
er.=C2- Then reinstall the bolt while forcing the pin you made and bolt i
t up.=C2- Carefully and patiently readjust the full down limit to -4 degr
ees to -5 degrees so the pitch tube doesn't bind on the torque tube (full f
orward stick also not hitting the panel).=C2- If the controls were built
per the manual, you now should only have the trailing edge up or stick aft
issue to get adjusted.=C2- Again, if the torque tube arms in the center t
unnel don't hit the limit at the roll tube arm CS08.=C2- If you have issu
es with the original build in this clearance, much adjusting will be necess
ary to allow the stick movement, pushrods, arms and torque tube to work pro
perly.=C2- Then you have the issues of push rod adjustment and perhaps ev
en stab push tube lengthening to contend with.=C2- I've done them all and
it can try ones patience but it is worth it in the end.
=C2-
To be honest, if you have a weight and balance near 60 per the manual, +12-
4 stab travel is quite acceptable.=C2- If it is a nose heavy or tail heav
y beast, then go for full travel.
=C2-
If you notice the left and right stab incidence is noticeably different the
n a bit of extra work will make all that work out also, see pdf attached.
=C2-
Whatever you do, the mechanical bolts and metal fittings can't bind at the
cockpit module linkages.=C2- =C2-If you can adjust only one stop, life
is good.=C2- If you must adjust both, and then find the limit is with the
pitch tube hitting the mechanical limits.=C2- Life will suck a bit.=C2
- Then we must adjust the stick travel and limits to just clear and then
go back to the stab stop limits and continue aft until all is well.
=C2-
I've only had two cups of coffee, so email back if you need more clarificat
ion Tony.
=C2-
Best Regards,
Bud Yerly
=C2-
=C2-
From:=C2-owner-europa-list-server(at)matronics.com on behalf of tonyvaccarella
Sent:=C2-Monday, March 18, 2024 8:46 AM
To:=C2-europa-list(at)matronics.com
Subject:=C2-Europa-List: Trailing edge elevator deflection issue
=C2-
Hello intrepid flyers,
An inspection recently showed that the trailing edge deflection on my Europ
a XS was not to spec. We adjusted the rod-ends at the end of the pitch tube
but we only managed to get 12 deg up and 3 deg down (total of 15 deg overa
ll deflection). Any further adjustments would either provide an increase in
the up direction with a corresponding reduction in the down direction - ma
intaining the 15 degree overall deflection.
Mass balance weight does not touch its limits and the anti-servo T-Bar is f
ree and does not hit the fusalage.
Can some wise builder advise the method used to increase the full deflectio
n range - Id like to get about 16 to 18 degrees if possible.
Many thanks to all
Tony
--------
Tony Vaccarella
Mascot NSW 2020
Sydney Australia
Read this topic online here:
https://na01.safelinks.protection.outlook.com/?url=http%3A%2F%2Fforums.ma
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________________________________________________________________________________
| Subject: | Re: Trailing edge elevator deflection issue |
| From: | "Area-51" <goldsteinindustrial(at)gmail.com> |
If the mass balance is contacting one stop and not the other that would indicate
something in the control circuit has slipped. If the mass balance is not making
contact with either stop then that would indicate component binding somewhere
in the control circuit.
Removing the stabilators and then retest from control stick end is one diagnostic.
Removing pins at the base of the cockpit control sticks and retest movement from
stabilator end is another diagnostic.
Remaining control circuit isolation point is at the forward control tube joint
in the spar void.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513393#513393
________________________________________________________________________________
| From: | Mike Christine Duane <duanefamly(at)aol.com> |
| Subject: | Re: Trailing edge elevator deflection issue |
I=99m referring to XS=C2-build manual on page 13-13. But remember,
the diagram is upside from what you are looking at inside the fuselage. If
you happen to take the wings off, look into =C2-fuselage on the starboard
side=C2-at the CS10 pitch torque tube where the CS08 aileron crank comes
close to it when the control stick is hard left. On mine, I actually have
a small nick in the paint on the pitch torque tube from the aileron crank c
ontacts it. The port side crank comes really close when hard right but no n
ick yet. Are yours coming this close? If not, something is keeping the CS05
torque tube is not rotating sufficiently.Were the two CS08 cranks parallel
to each other once the cross-link rod (fig12 pg 13-9) was attached?I would
next check CS02 the=C2-control stick fork for interferences.=C2-Good l
uck.=C2-
Mike Duane N377EAEuropa XS Conventional GearChandler, AZ
Sent from the all new AOL app for iOS
On Tuesday, March 19, 2024, 04:29, Area-51
wrote:
>
If the mass balance is contacting one stop and not the other that would ind
icate something in the control circuit has slipped. If the mass balance is
not making contact with either stop then that would indicate component bind
ing somewhere in the control circuit.
Removing the stabilators and then retest from control stick end is one diag
nostic.
Removing pins at the base of the cockpit control sticks and retest movement
from stabilator end is another diagnostic.
Remaining control circuit isolation point is at the forward control tube jo
int in the spar void.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513393#513393
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: Tri-gear Mod |
| From: | "h&jeuropa" <butcher43(at)att.net> |
Sam,
Lyle Antieau has Bud's fixture now in Michigan. You could ask him for photos.
Paul McAllister is in the midst of converting his mono. I've seen his setup but
don't recall the details.
You might want to contact either or both of them. They are both in the NA Europa
Contact List.
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513403#513403
________________________________________________________________________________
| Subject: | Solar Eclipse Fly In |
| From: | "h&jeuropa" <butcher43(at)att.net> |
Larry Boggs is inviting Europa enthusiasts to join him and his hangar mates at
Shelbyville, IN, KGEZ to view the eclipse on April 8. Shelbyville is in the
There will be 4 minutes of totality.
Larry says this is a very informal gathering. Bring your own lunch. The hangar
will be open but no food offerings. Arrive Monday morning and depart late afternoon.
The FAA has issued a Domestic Notice (https://www.faa.gov/air_traffic/publications/domesticnotices/dom24008_gen.html) about the eclipse pointing out that air traffic may be high and some services not available. Please plan accordingly.
Be sure to bring sunglasses rated for this event. There are apparently replicas
being sold that are not safe.
Today, (3/26) Accu Weather is predicting patchy clouds and 68 F. Hope the forecast
holds!
See you there!
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513411#513411
________________________________________________________________________________
| Subject: | Fly-In, Columbia, CA June 1,2 |
| From: | "h&jeuropa" <butcher43(at)att.net> |
Europa Fly-In / Drive In
June 1,2 (Sat, Sun)
Columbia, CA KO22
Thorsten Schilling has arranged this fly-in. It is an opportunity to meet up on the West Coast. The airport has a campground with showers. Airport information is available at https://www.airnav.com/airport/O22
or at https://airfield.guide/filter_airports.asp?
Airfield Guide has photos of the campgrounds as well as an aerial view. Great reviews
on AirNav.
Located in the heart of the California Mother Lode, Columbia is a living gold rush
town featuring the largest collection of existing gold rush-era structures
in California. Visiting is like traveling back in time to the sights, smells
and sounds of a nineteenth century mining town. Its only a 10 minute walk from
the airport with restaurants and hotels if you dont wish to camp by your plane.
There is no formal agenda, just a casual meet up. Fly or drive and share experiences,
look at Europas, add some Passport points and enjoy the town! Europa expert
Kim Prout resides in Columbia and is planning to attend.
Hope you can join Thorsten.
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513413#513413
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
I have a little play in my trim tab ..one of the ts06 bushes is slightly
worn. Does anyone have a source of these other than europa?
(Its not the hinges)
I am wondering if one of the plastic bushings from mcmaster carr...like
https://www.mcmaster.com/product/6362K204 would work.
Thoughts anyone?
William Daniell
+1 786 878 0246
________________________________________________________________________________
| From: | Robert Borger <rlborger(at)mac.com> |
| Subject: | Re: Ts 06 bushing |
William,
Sure, if you can find one that fits well, it=99s worth a try.
Let us know how it goes.
Blue skies and tailwinds,
Bob Borger
Europa XS Tri, ROTAX 914, Airmaster C/S Prop
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP, Hercules Prop
2705 Lynchburg Dr
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger(at)mac.com
Sent from my iPad
> On Mar 26, 2024, at 21:13, William Daniell w
rote:
>
> =EF=BB
> I have a little play in my trim tab ..one of the ts06 bushes is slightly w
orn. Does anyone have a source of these other than europa?
> (Its not the hinges)
> I am wondering if one of the plastic bushings from mcmaster carr...like ht
tps://www.mcmaster.com/product/6362K204 would work.
> Thoughts anyone?
>
> William Daniell
> +1 786 878 0246
________________________________________________________________________________
| Subject: | Re: Ts 06 bushing |
| From: | "Area-51" <goldsteinindustrial(at)gmail.com> |
If you had the stock dimensions you could have them turned up in Delrin perhaps.
Just a thought; not sure what material the factory originals are... mine are
a bit sloppy and rattle a bit at certain attitudes.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513425#513425
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Ts 06 bushing |
Can anyone tell me the thickness of the tube into which the ts06 goes?.
The od is 1/2"
Thanks
Will
William Daniell
+1 786 878 0246
On Thu, Mar 28, 2024, 03:13 Area-51 wrote:
> goldsteinindustrial(at)gmail.com>
>
> If you had the stock dimensions you could have them turned up in Delrin
> perhaps. Just a thought; not sure what material the factory originals
> are... mine are a bit sloppy and rattle a bit at certain attitudes.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513425#513425
>
>
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Ts 06 bushing |
Good to know...
I only noticed it because i put some welding rods into the hinges which
took up the hinge play.
Its maybe 1/16 at the end of the trim tab
Thanksa
William Daniell
+1 786 878 0246
On Thu, Mar 28, 2024, 03:13 Area-51 wrote:
> goldsteinindustrial(at)gmail.com>
>
> If you had the stock dimensions you could have them turned up in Delrin
> perhaps. Just a thought; not sure what material the factory originals
> are... mine are a bit sloppy and rattle a bit at certain attitudes.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513425#513425
>
>
________________________________________________________________________________
| Subject: | Glass fiber deformation at fuselage |
| From: | "HB-YNK" <marcel.bo(at)hotmail.com> |
Hello to everybody
Would be great if someone could help me with my issue:
Ive got some deforming on my Europa XS Monowheel of the glass fiber at 4 positions
on my fuselage, due to an inappropriate cover which got to hot from the sunshine.
I guess it tempered the glass fiber. The positions are on both sides directly
behind the doors and on top between the doors next to the fixations of
the doors. Attached are two pictures of the biggest deformation.
So my question is, whether this is an structural damage which I should repair or
its still good to fly?
In case its a damage, how should I repair this?
With which temperature was the glass fiber pre-tempered?
Does someone has a datasheet of this glass fiber?
Many thanks for your help
Best regards,
Marcel
--------
_____________________________________
Marcel Bodmer
Europa XS Monowheel
HB-YNK
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513437#513437
Attachments:
http://forums.matronics.com//files/img_6646_128.jpg
________________________________________________________________________________
| From: | Mike Christine Duane <duanefamly(at)aol.com> |
| Subject: | Re: Glass fiber deformation at fuselage |
This appears to be related to an expansion issue between the outer fuselag
e and the interior cobra used for fueling. I would look at the bonding on t
he inside between the cobra and the fuselage to see if there might have bee
n a difference in the expansion rate or amount that could have caused this
buckling.=C2-If there is a blob of adhesive or other bonding material dir
ectly behind the buckling, you might think about removing this material, sl
owly rewarming the fuselage from the inside, and having a smooth contouring
backing against the outside at the buckling point to see if you could pres
s the warmed fiberglass back into it's original shape.I do not believe it's
a structural issue that would cease any flying.=C2-But that is MY 2 cent
s and it's only worth the paper it's written on.
Mike Duane N377EAEuropa XS Conventional GearChandler, AZ (it's gets really
hot here)=C2-
com> wrote:
Hello to everybody
Would be great if someone could help me with my issue:
I=C3=A2=82=AC=84=A2ve got some deforming on my Europa XS Monowheel of
the glass fiber at 4 positions on my fuselage, due to an inappropriate cov
er which got to hot from the sunshine. I guess it tempered the glass fiber.
The positions are on both sides directly behind the doors and on top betwe
en the doors next to the fixations of the doors. Attached are two pictures
of the biggest deformation.
So my question is, whether this is an structural damage which I should repa
ir or its still good to fly?
In case it=C3=A2=82=AC=84=A2s a damage, how should I repair this?
With which temperature was the glass fiber pre-tempered?
Does someone has a datasheet of this glass fiber?
Many thanks for your help
Best regards,
Marcel
--------
_____________________________________
Marcel Bodmer
Europa XS Monowheel
HB-YNK
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513437#513437
Attachments:
http://forums.matronics.com//files/img_6646_128.jpg
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: Glass fiber deformation at fuselage |
| From: | "JonathanMilbank" <jdmilbank(at)yahoo.co.uk> |
As far as I know, the fuselage shell consists of an outer and an inner fiberglass
skin, with a layer of foam about 3mm thick between the two skins. I recall
when fitting the door shoot bolt stops modification, that it was necessary to
drill right through both skins for the bolt holes and then to pick out the foam
surrounding the holes from between the skins.
So unless the inner fuselage skin is also affected by excess heat, my guess is
that any repair would only be needed to the outer skin. The repair would need
to be done by somebody with suitable expertise.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513439#513439
________________________________________________________________________________
| From: | timward <ward.t(at)xtra.co.nz> |
| Subject: | Re: Glass fiber deformation at fuselage |
Hi Marcel,
I had the same problem many years ago, but only to the fuel intake side belo
w the fuel cap. This was due to the fuel inside =98Cobra=99 bein
g attached to the inner skin of the fuselage and contracting and expanding a
t a different rate with heat (hot day) where the attachments were placed. I r
emoved the cobra and laid up the inside with a number of BID fibreglass laye
rs over a large area around the cobra path, to strengthen it. Also made sure
there was a gap between the Cobra and inner wall to allow for the contract
ing and expanding, then reattached the Cobra.
I did not bother to fill the outside deformation and repaint as it was hardl
y noticeable and a repaint would be more noticeable, and another job.
With regard to your other areas, there maybe a similar attachment installed f
or items which has caused the two fuselage thin sandwich walls to deform?
Cheers, Tim
Sent from my iPad
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8052
New Zealand.
ward.t(at)xtra.co.nz
021 0640221
> On 2/04/2024, at 2:29=AFAM, HB-YNK wrote:
>
m>
>
> Hello to everybody
> Would be great if someone could help me with my issue:
>
> I=99ve got some deforming on my Europa XS Monowheel of the glass fib
er at 4 positions on my fuselage, due to an inappropriate cover which got to
hot from the sunshine. I guess it tempered the glass fiber. The positions a
re on both sides directly behind the doors and on top between the doors next
to the fixations of the doors. Attached are two pictures of the biggest def
ormation.
> So my question is, whether this is an structural damage which I should rep
air or its still good to fly?
> In case it=99s a damage, how should I repair this?
> With which temperature was the glass fiber pre-tempered?
> Does someone has a datasheet of this glass fiber?
>
> Many thanks for your help
> Best regards,
> Marcel
>
> --------
> _____________________________________
> Marcel Bodmer
>
> Europa XS Monowheel
> HB-YNK
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513437#513437
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_6646_128.jpg
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
________________________________________________________________________________
| From: | Alan Burrill <alanb(at)dpy01.co.uk> |
| Subject: | Re: Baggage area tie downs |
I have four u bolts at each corner of the baggage bay. They are bolted to hard
points made by floxing a ply layer under the bay floor..
You can get a cargo net from any motorcycle dealer as the are used to tie luggage
to a bike.
Alan
Sent from my iPad
> On 9 Mar 2024, at 13:01, JonathanMilbank wrote:
>
>
> I use a smallish net which came with my Skoda car i.e. a VW made in the Czech
Republic, with four hooks, one at each corner. The anchor points for each hook
are medium / small cable tie wraps.
>
> Four small holes, similar diameter to the width of the tie wraps, are drilled
through the baggage bay bulkhead at about the same level as the "headrests" and
through each "headrest". A cable tie is passed through each hole from the opposite
side to where the net hook will attach and then pushed back through the
same hole. Each cable tie then gets zipped, leaving four loops as anchors on
the headrests and rear bulkhead.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513369#513369
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Glass fiber deformation at fuselage |
| From: | "Kelvin Weston" <kelv(at)kdweston.co.uk> |
Hi Marcel
I believe this is a fairly common problem if the fuselage has been parked in strong
sunlight and got hot.
If you are a Europa Club member, there is an article in the Europa Flyer No 68
that describes the problem and the fix.
The skin can be restored by warming and re-shaping and reinforcement can be added
on the inside.
--------
Regards
Kelv Weston
Kit 497
kelv(at)kdweston.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513447#513447
Attachments:
http://forums.matronics.com//files/1_fuel_filler_107.jpg
________________________________________________________________________________
| From: | Roger Sheridan <rogersheridan(at)gmail.com> |
| Subject: | 914 Airbox Support |
Hi Everyone,
I am refurbishing an XS 914 installation & am mildly concerned that the Rotax airbox/plenum
seems to be only supported by the carb mount rubbers.
During a heavy landing there must be a lot of stress there!
On the 912S installation Europa support their lighter airbox with an aluminium
strap to the engine frame.
Has anybody added such a support to their 914?
Grateful for any feedback from 914 operators.
Best regards,
Roger
________________________________________________________________________________
| Subject: | Re: 914 Airbox Support |
| From: | "Area-51" <goldsteinindustrial(at)gmail.com> |
The 914 plenum is supported by the compressor transfer pipe and a center stud mount
between plenum and ring mount frame.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513450#513450
Attachments:
http://forums.matronics.com//files/895eb43c_9f30_4f96_babf_4b94458a51ea_585.jpeg
________________________________________________________________________________
| From: | Roger Sheridan <rogersheridan(at)mac.com> |
| Subject: | Re: 914 Airbox Support |
Thanks A51, I missed that stud.
> On 6 Apr 2024, at 14:50, Area-51 wrote:
>
>
> The 914 plenum is supported by the compressor transfer pipe and a center stud
mount between plenum and ring mount frame.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513450#513450
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/895eb43c_9f30_4f96_babf_4b94458a51ea_585.jpeg
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: 914 Airbox Support |
| From: | "dmac7" <dmac7(at)outlook.com> |
Depending on the year of manufacture you may have no airbox support in the center
to the engine mount. I have a 1998 914 and it's airbox was supported only
by the carb's and turbo hose, later I bought a second hand 2006 version of the
airbox from Rotec in Vernon BC, Canada and it came with the center support to
engine mount. This later airbox also requires smaller jetting for the carbs,
2/4 carb goes from #64 down to #58 Jet & 1/3 carb from 160 to #56 Jet.
So many little changes on the Rotax 914 over the first 10 years they were on the
market, it's unlikely most people update these parts since they are so expensive
but if you are friendly with your Rotax dealer often they get engines back
on trade in and they can sell you the new style parts for a fair price...get
them to make you a deal they can be flexible on price for used parts.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513452#513452
________________________________________________________________________________
| From: | Bud Yerly <budyerly(at)msn.com> |
| Subject: | Re: 914 Airbox Support |
Some miscellaneous ramblings on the airbox.
As stated, your engine airbox depends on the year group.
My 1998 timeframe engine also has no brace. The only time a brace is nice
on the non braced airbox mod (done sometime around 2010), is when using a t
hin silicone turbo discharge hose connected to the airbox. (The heavy doub
le or triple braided black hose supplied by Rotax on the old engines was qu
ite stiff and combined with the carb sockets at the manifold and hose clamp
s kept the airbox on securely (nearly all the time with balanced carbs.) T
he issue with the airbox in the old days was it kept sliding off the port c
arb due to oil accumulation. If you flew often, the oil thrown out of the
turbo was but a wisp and if the engine was well tuned it stayed put. If yo
u didn't fly often and the 2-inch hose became oil soaked, then the plenum h
ose to carb would slide off (especially at full boost) and if the carbs wer
e not well synchronized (read as "shaky engine") it slid off fairly often j
ust when you didn't want it to. I found the used 914 I bought had carbs tha
t were no longer a matched set any more due to some wear in the piston thro
at, as the pistons were well out of sync. I bought two new matched carbs a
nd with that carb change, proper tuning, and cleaning my airbox to carb rub
bers, all stayed where put and the engine ran flawless now for 10 years. E
ven after I upgraded the TCU to give me 40 inches takeoff power it stayed p
ut.
If equipped with old oil soaked hoses or a thin silicone discharge hose, or
you left your carb to airbox hoses get really oil soaked, it is prudent to
clean your airbox to carb rubber hose with acetone or similar solvent to m
ake them squeaky clean (or replace them). (Washing your intake plenum out h
elps also.) To assist in security of a shaky engine, a couple of padded hos
e clamps and a piece of sheet metal could hold the airbox firmly to the rin
g mount to prevent slipping. Also, a couple of Adel Clamps and a piece of
tube and bolts could work also on the older manifold without welding on a b
ung like the new airbox has. In a pinch, a piece of safety wire on the por
t side to the ring mount frame at the upper block bolt was also OK at preve
nting the plenum from slipping aft but only temporarily. A nicely made pie
ce of .040 aluminum with a bit of a bevel for stiffness on the edges or a f
lute down the middle and nicely formed ends could in fact hold the box firm
ly in place and at the same time keep it from sliding off. To remove the c
arbs for cleaning, or to flush the accumulation of turbo oil out of the ple
num after setting a long time, it only required removing the bolt between t
he Adels the two carb clamps and it was free.
Once I had perfectly synchronized carb pistons and flew more often, I never
again had an issue. Someplace in the shop I still have my Adel Clamps, a
long bolt and tube just in case because I wondered about this new silicone
turbo hose I added this year and it's contribution to airbox security. Tod
ay my plane has sat for two years due to a wing delam repair and repaint, a
number of upgrades and some other issues my old Classic has, however, toda
y my procedure is to suck the oil out of the turbo cold side before start i
f it has sat (for months) and it seems to run very well. I hope to get the
motivation to fly it again this summer. It's too good of an airplane to j
ust sit. My health is now pretty good, and I just flew a ride with a local
instructor in a 172 and will fly some more proficiency flights to get my a
ir sense back and return to Europa Flying. My civilian CFI says I'm more t
han proficient enough, however, he has some learning to do. There is a dif
ference between currency and proficiency. I've only flown 2 hours in two y
ears with 3 landings in the last 30 days which is not proficiency in my boo
k. Now to take him out and wring out the 172 and get him to understand why
an airplane does certain things and as an instructor know how to rectify s
tudent mistakes.
Have fun guys, the flying season is now arriving. The spring storms will s
ubside soon and adventure awaits...
Bud Yerly
________________________________
From: owner-europa-list-server(at)matronics.com <owner-europa-list-server@matr
onics.com> on behalf of Roger Sheridan
Sent: Saturday, April 6, 2024 8:21 AM
Subject: Europa-List: 914 Airbox Support
Hi Everyone,
I am refurbishing an XS 914 installation & am mildly concerned that the Rot
ax airbox/plenum seems to be only supported by the carb mount rubbers.
During a heavy landing there must be a lot of stress there!
On the 912S installation Europa support their lighter airbox with an alumin
ium strap to the engine frame.
Has anybody added such a support to their 914?
Grateful for any feedback from 914 operators.
Best regards,
Roger
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________________________________________________________________________________
| From: | John Kirkegaard <john.kirkegaard(at)googlemail.com> |
________________________________________________________________________________
| From: | John Kirkegaard <john.kirkegaard(at)googlemail.com> |
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: 914 Airbox Support |
on my turbo 912 I use a giant zip tie round the engine mount and the airbox
with a piece of 1/2 inch hose in between(x 2 - one at each end of the
airbox.)
William Daniell
LONGPORT
+1 786 878 0246
On Sat, Apr 6, 2024 at 2:10=AFPM Bud Yerly wrote:
> Some miscellaneous ramblings on the airbox.
>
> As stated, your engine airbox depends on the year group.
>
> My 1998 timeframe engine also has no brace. The only time a brace is nic
e
> on the non braced airbox mod (done sometime around 2010), is when using a
> thin silicone turbo discharge hose connected to the airbox. (The heavy
> double or triple braided black hose supplied by Rotax on the old engines
> was quite stiff and combined with the carb sockets at the manifold and ho
se
> clamps kept the airbox on securely (nearly all the time with balanced
> carbs.) The issue with the airbox in the old days was it kept sliding of
f
> the port carb due to oil accumulation. If you flew often, the oil thrown
> out of the turbo was but a wisp and if the engine was well tuned it staye
d
> put. If you didn't fly often and the 2-inch hose became oil soaked, then
> the plenum hose to carb would slide off (especially at full boost) and if
> the carbs were not well synchronized (read as "shaky engine") it slid off
> fairly often just when you didn't want it to. I found the used 914 I boug
ht
> had carbs that were no longer a matched set any more due to some wear in
> the piston throat, as the pistons were well out of sync. I bought two ne
w
> matched carbs and with that carb change, proper tuning, and cleaning my
> airbox to carb rubbers, all stayed where put and the engine ran flawless
> now for 10 years. Even after I upgraded the TCU to give me 40 inches
> takeoff power it stayed put.
>
> If equipped with old oil soaked hoses or a thin silicone discharge hose,
> or you left your carb to airbox hoses get really oil soaked, it is pruden
t
> to clean your airbox to carb rubber hose with acetone or similar solvent
to
> make them squeaky clean (or replace them). (Washing your intake plenum ou
t
> helps also.) To assist in security of a shaky engine, a couple of padded
> hose clamps and a piece of sheet metal could hold the airbox firmly to th
e
> ring mount to prevent slipping. Also, a couple of Adel Clamps and a piec
e
> of tube and bolts could work also on the older manifold without welding o
n
> a bung like the new airbox has. In a pinch, a piece of safety wire on th
e
> port side to the ring mount frame at the upper block bolt was also OK at
> preventing the plenum from slipping aft but only temporarily. A nicely
> made piece of .040 aluminum with a bit of a bevel for stiffness on the
> edges or a flute down the middle and nicely formed ends could in fact hol
d
> the box firmly in place and at the same time keep it from sliding off. T
o
> remove the carbs for cleaning, or to flush the accumulation of turbo oil
> out of the plenum after setting a long time, it only required removing th
e
> bolt between the Adels the two carb clamps and it was free.
>
> Once I had perfectly synchronized carb pistons and flew more often, I
> never again had an issue. Someplace in the shop I still have my Adel
> Clamps, a long bolt and tube just in case because I wondered about this n
ew
> silicone turbo hose I added this year and it's contribution to airbox
> security. Today my plane has sat for two years due to a wing delam repai
r
> and repaint, a number of upgrades and some other issues my old Classic ha
s,
> however, today my procedure is to suck the oil out of the turbo cold side
> before start if it has sat (for months) and it seems to run very well. I
> hope to get the motivation to fly it again this summer. It's too good of
> an airplane to just sit. My health is now pretty good, and I just flew a
> ride with a local instructor in a 172 and will fly some more proficiency
> flights to get my air sense back and return to Europa Flying. My civilia
n
> CFI says I'm more than proficient enough, however, he has some learning t
o
> do. There is a difference between currency and proficiency. I've only
> flown 2 hours in two years with 3 landings in the last 30 days which is n
ot
> proficiency in my book. Now to take him out and wring out the 172 and ge
t
> him to understand why an airplane does certain things and as an instructo
r
> know how to rectify student mistakes.
>
> Have fun guys, the flying season is now arriving. The spring storms will
> subside soon and adventure awaits...
>
> Bud Yerly
>
>
> ------------------------------
> *From:* owner-europa-list-server(at)matronics.com <
> owner-europa-list-server(at)matronics.com> on behalf of Roger Sheridan <
> rogersheridan(at)gmail.com>
> *Sent:* Saturday, April 6, 2024 8:21 AM
> *To:* Europa List
> *Subject:* Europa-List: 914 Airbox Support
>
m
> >
>
> Hi Everyone,
>
> I am refurbishing an XS 914 installation & am mildly concerned that the
> Rotax airbox/plenum seems to be only supported by the carb mount rubbers.
>
> During a heavy landing there must be a lot of stress there!
>
> On the 912S installation Europa support their lighter airbox with an
> aluminium strap to the engine frame.
>
> Has anybody added such a support to their 914?
>
> Grateful for any feedback from 914 operators.
>
> Best regards,
>
> Roger
> ==========
> st Email Forum -
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>
________________________________________________________________________________
| Subject: | Re: Airmaster constant speed unit issue |
| From: | "SeanCarron" <sipede8852(at)keagenan.com> |
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services was an exhilarating adventure. Their team's skill and expertise
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was not just a possibilityit was inevitable. For agents seeking to dominate the
Division and rise to the top, there's no better choice. Click here to embark
on your journey to greatness: https://boosthive.eu/division-2
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513464#513464
________________________________________________________________________________
| Subject: | Re: Airmaster constant speed unit issue |
| From: | "SPURPURA" <SPURPURA(at)aol.com> |
The only problem Ive had in 800+ hours with the Airmaster occurres when carbon
accumulates on the slip ring obscures the rpm sensor trigger. Thats the little
round brass insert. Cleaning it off will fix it.
--------
N951EU - Tri-gear & 912ULS, N77EU- Mono & 914
I'D RATHER HAVE A BOTTLE IN FRONT OF ME THAN A FRONTAL LABOTAMY.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513465#513465
________________________________________________________________________________
| From: | Ken Atkinson <kennethatkinson178(at)btinternet.com> |
Hi all, is there a DOTH to Sleap tomorrow Sat?
Ken G-CEKV
________________________________________________________________________________
| Subject: | Re: Solar Eclipse Fly In |
| From: | "h&jeuropa" <butcher43(at)att.net> |
Here's a late update.
The weather looked marginal Sunday evening, and we were thinking we would have
to file IFR but Monday morning it was severe clear all the way.
We arrived about 11 AM and there was no traffic. It looked like there were maybe
40 or 50 planes on the ramp at the time of the eclipse but by an hour after
totality most had departed. We used the grass runway and had it to ourselves.
The eclipse was awesome! The temperature dropped as the moon covered the sun and
just before totality the sky got an eerie color like before a big storm. All
the exterior lights came on since their sensers were tricked. It was worth
traveling to view! Our iPad didn't get much in the way of photos, but here is
a link from VAF: https://vansairforce.net/threads/pics-solar-eclipse-2024-pics-taken-by-rvators.225926/#post-1760033
I think the photo of all the aircraft in the air is awesome!
We had a great time, Larry made good burgers and his music was just right. We gave
Larry and Kim Europa rides and scored two Europa Passport points!
Larry is planning another Europa event this year, we're looking forward to it.
Jim & Heather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513476#513476
________________________________________________________________________________
| From: | William Daniell <wdaniell.longport(at)gmail.com> |
| Subject: | Re: Solar Eclipse Fly In |
Excellent jim
This year ill get there
Will
William Daniell
+1 786 878 0246
On Sat, Apr 20, 2024, 11:21 h&jeuropa wrote:
>
> Here's a late update.
>
> The weather looked marginal Sunday evening, and we were thinking we would
> have to file IFR but Monday morning it was severe clear all the way.
>
> We arrived about 11 AM and there was no traffic. It looked like there
> were maybe 40 or 50 planes on the ramp at the time of the eclipse but by an
> hour after totality most had departed. We used the grass runway and had it
> to ourselves.
>
> The eclipse was awesome! The temperature dropped as the moon covered the
> sun and just before totality the sky got an eerie color like before a big
> storm. All the exterior lights came on since their sensers were tricked.
> It was worth traveling to view! Our iPad didn't get much in the way of
> photos, but here is a link from VAF:
> https://vansairforce.net/threads/pics-solar-eclipse-2024-pics-taken-by-rvators.225926/#post-1760033
> I think the photo of all the aircraft in the air is awesome!
>
> We had a great time, Larry made good burgers and his music was just right.
> We gave Larry and Kim Europa rides and scored two Europa Passport points!
>
> Larry is planning another Europa event this year, we're looking forward to
> it.
>
> Jim & Heather
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=513476#513476
>
>
________________________________________________________________________________
| Subject: | Airmaster SoftWare update |
| From: | "John Kirkgaard" <john.kirkegaard(at)gmail.com> |
I was trying to alter the preset rpm by using Airmasters setting program.
I did not give the wanted result, and in turn I asked Airmaster support.
The support guy sent me a new software update for the controller.
But.... Installing that resulting in immediately frying my controller. It got bricked,
as they say. Completely damaged.
Asking Airmaster how that could happen their only answer: buy a new
controller - .
After receiving the new controller I opened the old one up and found two burned
components inside. (and a terrible smell)
Well had no other choices, but to others: take care installing new software
from Airmaster.
I have had my propeller and controller for many years, so despite the
plane has just been completed and started flying a couple of years ago
there is no warranty (fair enough). However I am wondering how many people, building
experimental aircraft, do manage to get the propeller installed and test
flown within the warranty period.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513485#513485
________________________________________________________________________________
| From: | Mike Christine Duane <duanefamly(at)aol.com> |
| Subject: | Re: Airmaster SoftWare update |
I find it incredulous that Airmaster, a leader in the experimental market,
would provide an untested piece of software to their customers that wound
up frying the controller. Did they not fully test this software prior to se
nding it out? I really do not want to start thinking that they are purposef
ully sending out this software in order to sell replacement controllers. Ha
s anyone else had this issue? Could this be making owners reluctant to upda
te their software because they don't want to take any chances? And why woul
dn't Airmaster stand behind their products and repair or replace the contro
ller they damaged?=C2-
Mike Duane N377EAEuropa XS Conventional GearChandler, Arizona, USA
egaard(at)gmail.com> wrote:
.com>
I was trying to alter the preset rpm by using Airmasters setting program.
I did not give the wanted result, and in turn I asked Airmaster support.
The support guy sent me a new software update for the controller.
But.... Installing that resulting in immediately frying my controller. It g
ot bricked, as they say. Completely damaged.
Asking Airmaster how that could happen their only answer: buy a new
controller - .
After receiving the new controller I opened the old one up and found two bu
rned components inside. (and a terrible smell)
Well had no other choices, but to others: take care installing new software
from Airmaster.
I have had my propeller and controller for many years, so despite the
plane has just been completed and started flying a couple of years ago
there is no warranty (fair enough). However I am wondering how many people,
building experimental aircraft, do manage to get the propeller installed a
nd test flown within the warranty period.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513485#513485
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Airmaster SoftWare update |
| From: | trevord <trevord(at)orcon.net.nz> |
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________________________________________________________________________________
| Subject: | Re: Airmaster SoftWare update |
| From: | "John Kirkgaard" <john.kirkegaard(at)gmail.com> |
Trevor,
The controller was not removed from the instrument panel. All cables were
still in place during the update. Everything seemed to work well, until the
update was completed and the power was switched on. The 3 red lights and
a smell of burned components.
Regards
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513495#513495
________________________________________________________________________________
| Subject: | Re: Airmaster SoftWare update |
| From: | "John Kirkgaard" <john.kirkegaard(at)gmail.com> |
DuaneFamly,
I'm absolutely sure that the update-software is not made faulty by intention.
In Europe we have a extremely good support by Airmasters representative.
Unfortunately he has been on a long (well deserved) vacation, and I had to
rely on support from Airmaster in N.Z. And to be frank, getting help from
there is like contacting an Indian call center.
Looking back, I should have been more patient and waited for the normally
excellent support from Dirk.
Regards
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513496#513496
________________________________________________________________________________
| Subject: | Re: Airmaster SoftWare update |
| From: | "John Wighton" <john(at)wighton.net> |
I have had a fair bit of contact with Dirk, he did once warn me against trying
old er spec controllers with newer prop actuation motors. But the software update
should never fry the board on an AC200.
Airmaster should create a compatibility table as an annex to the installation
manual. The purpose of a firmware update should also be included in the table.
For others thinking of changing the settings on their controller, this does not
require any new software. Once connected to a PC running the setup software,
the parameters for t/o, climb and cruise can be adjusted, then loaded very easily.
--------
John Wighton
Europa XS trigear G-IPOD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513497#513497
________________________________________________________________________________
| Subject: | Re: Airmaster SoftWare update |
| From: | "John Kirkgaard" <john.kirkegaard(at)gmail.com> |
John,
My set-up software seemed to run fine. I had, however the issue, that de-
spite uploading the new settings (and then confirmed by downloading the new settings
for check), during flight I could not achieve the new settings.
It was not a big problem, but asked Airmaster if they new what could be the reason
for that.
Well the rest is history...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513499#513499
________________________________________________________________________________
| From: | Bud Yerly <budyerly(at)msn.com> |
| Subject: | Re: Airmaster SoftWare update |
John and other Airmaster Owners,
In my nearly 20 years as an Airmaster Dealer, I have changed many a control
ler programing, and troubleshot systems and installations on many planes.
Nearly all of these were fairly simple to solve. However, on one occasion
I did simply swap out a controller (I still have the original and it works
fine.) It was discovered the belt driven alternator had a bad field causin
g massive EMP which affected the Hall Effect transducer in the brush block
(tach pickup). This was a bugger to troubleshoot. I knew it was the aux a
lternator as the prop worked perfectly with the alternator field wire disco
nnected.
As far as changing RPM settings with the program, it is an issue usually wi
th the difference in RPM shown on the Tach and that driven by the prop cont
roller. In all my years, I find tachs are notoriously off. I typically ta
ke my prop tachometer (optical device which counts the blades and converts
to prop RPM.) I calculate the gearbox ratio and show that the RPM at the p
rop is correct (confirming the programming), and the tach was off typically
within limits but at 5500 RPM a 2% error is obviously 110 RPM. (An error
that is OK for slow turning engines but not the Rotax.) I spent time with t
he clients researching the tach operational tolerances. I found the Airmas
ter tach pickup was more accurate than most tachometers, EIS or Engine Info
rmation Systems, and even certified tachs. But I was happy to help the cus
tomer fix his tach RPM error issue through the AC200 programming app rather
than trying to adjust a tach (especially an EFIS equipped with an engine m
onitor tach) issue. I was more interested in getting them flying safely wit
h no fear of overrevving the engine.
On another aircraft, we had the wrong gearbox ratio programmed, as the clie
nt had the 912S in mind when the prop was purchased but settled on a 912 UL
with the lower gear ratio.
I also found on a few occasions that customers that didn't take the tried-a
nd-true prop blade and diameter recommendations ( I was one of them) and th
e owner found many problems occur getting the prop to perform properly. Th
e owner blamed the settings, but on analysis I found the blade was too larg
e of an area for the engine power. Case in point, the 912UL cannot take a
prop any longer than 62 inches, a modest width and the tip must be narrow (
a tapered blade Warp Drive works well) unless really geared down. The wide
chord blade may be great for high altitude but at sea level you can't even
get 5400 for takeoff power with the 80-horse engine. Then at altitude the
power loss doesn't provide enough power and torque to even get the desired
cruise RPM. I purchased a propeller design program and spent inordinate a
mounts of time refining my blade choices for the Rotax to match the blade t
o the power and torque range of the Rotax 912, 912S and 914 engine versions
. This is not a fun drill as the customer is always right, and since he is
adamant on the blade choice, he gets to pay the dumb tax later when changi
ng blades.
John to your particular electrical issue:
If you were able to install the USB to Serial cable and hook to your laptop
successfully and make the RPM change it is possible during your hookup and
removal of cables (especially in tight areas) a circuit board may be damag
ed. Circuit boards can be brittle although the AC200 has very robust connec
tions, I can see how it will happen. For those who have never had an issue
, here is what the inside of an AC200 looks like:
[cid:3f2455a6-672e-48fb-867f-4d40b648d6b6][X]
One can see the pin connectors are quite robust but again, they are soldere
d, and a solder joint can break, or some part of the joint or board flake.
My concern with locking plugs is the Molex style connectors can be a pain t
o lock in and unlock. I no longer just plug in a Molex until I can see if
I can release it easily but still remain secure when clicked in. Heat shri
nk is normally placed on the end of a Molex connector and unfortunately the
heat shrink wraps under the push to release lever and can prevent full dep
ression of the lever and may prevent an unlanch for removal. I trim the he
at shrink to assure the hook side opens with clearance to spare. If a plug
gets stuck, I suggest to the client to bend the hook side to assure it cle
ars the latch and it should allow the plug to slide out easily rather than
trying to trim the heat shrink in place. In trying to remove the larger co
nnections sometimes torque is applied to the molex and the results can be t
erminal. I have also seen the power plug leaned on heavily and the ground
and or power connection solder joint causing a broken board or failed joint
. In my autopsy of this AC200, a small chunk of solder was found and it sh
orted on the board. (Even though the board is vertical, and one would thin
k the solder would simply fall to the bottom. He was unlucky as it caused
a short of course. However, most of the time a fried controller was a powe
r connected to the ground and vice versa. OOPS. As my friend Gary would s
ay... I'm going to pay the dumb tax for that." We've all been there.
Although I have never had this issue like yours, for servicing I make all
my panels easily removable and put the panel on the bench (sometimes I remo
ve the AC200 from the panel and do the update process on the bench). I hoo
k up my USB serial converter to my laptop, turn on the computer, call up th
e program and power up the AC200 and I've never had an issue. The softwar
e comes up (once I figure the com port on older non- automatic external USB
connection programs) I change the item on the screen and then close the pr
ogram and power down the AC200.
It would be nearly impossible for a digital to serial conversion cable and
processor to fry anything in a working propeller. So, I am sure it is not
the cable. As for other issues. If the prop was working before, I am stum
ped and blaming you, Airmaster or anyone else is inappropriate with what in
formation I have read on your issue.
There are other means of frying electronics though.
I have witnessed a fellow EAA member doing a show and tell at a meeting of
what happens when the battery is connected backwards. It can be exciting w
hen the mechanical master contact closes.
The only other AC 200 fried here in the States was due to an aftermarket vo
ltage regulator that shot A/C current direct to the panel. (A unique home-
made device.) As expected, those electrical components without reverse pola
rity diode protection died a quick death and some were slow and very diffic
ult to troubleshoot. I did hear of one guy (no firsthand knowledge) that h
ad a couple of jumper wires connected to the prop contacts trying to troubl
eshoot the hub not responding (he didn't realize the brushes were still in
contact) and he found with 12 volts applied to the prop and the still conne
cted brush block, cables and AC 200 controller, I can only say what he said
: I knew I fried it as it smoked and stunk to high heaven. He paid the d
umb tax of a new brushblock, cable, AC200 and he even changed out the switc
h.
Check if Dirk has a loaner AC200 at his shop (if you are working with him).
Relay to him the prop program you are working with, which motor is in the
hub. If you don't know, look in your logbook. so he can see if his spares
will work for you.
I have a complete test rig I made for those adamant that their install is c
orrect. It is shown below. It has a circuit breaker, AC200, switches ,and
can be hooked to a cigarette lighter socket via ring or spade connectors t
o connect a small gel cell battery. This is great for ground test and many
times to go fly on a test basis.
[X]
I had a Pipistrel owner that just couldn't get through his head, it wasn't
the prop but his wiring. (On panel tear down, the power plug had no ground
unless another component was turned on.) Heck of a thing to troubleshoot
with absolutely no panel wiring documentation.
Let me know what Dirk says. I've cc'd Jack Shaw at Airmaster so he is in t
he loop.
Email me off-line and let me know what you find.
Bud Yerly
US Airmaster Dealer.
(Retiring but still helping folks in any way I can.)
Cell 813 244-8354 (US Eastern Time or GMT -4)
email: budyerly(at)msn.com
________________________________
From: owner-europa-list-server(at)matronics.com <owner-europa-list-server@matr
onics.com> on behalf of John Kirkgaard
Sent: Monday, April 22, 2024 1:46 AM
Subject: Europa-List: Re: Airmaster SoftWare update
com>
DuaneFamly,
I'm absolutely sure that the update-software is not made faulty by intentio
n.
In Europe we have a extremely good support by Airmasters representative.
Unfortunately he has been on a long (well deserved) vacation, and I had to
rely on support from Airmaster in N.Z. And to be frank, getting help from
there is like contacting an Indian call center.
Looking back, I should have been more patient and waited for the normally
excellent support from Dirk.
Regards
John
Read this topic online here:
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________________________________________________________________________________
| From: | Alan Twigg <alan.twigg775(at)gmail.com> |
I have a friend building, he asks, are the tri gear legs the same for both XS and
classic?
Alan G-GIWT
Sent from my iPhone
________________________________________________________________________________
| Subject: | VP50 constant speed controller question |
| From: | "daaza22" <royledarren(at)gmail.com> |
Hi everybody..I am getting together the parts to fit an Arplast VP50 to my Classic
Mono.
My question is besides the smart avionics CSC controller are they any
other brands of constant speed controller that will work with the VP50 .The FlyBox
PRP looks interesting .
Any thoughts advise welcome
Cheers Darren
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513519#513519
________________________________________________________________________________
| Subject: | Arplast VP50 parts wanted |
| From: | "daaza22" <royledarren(at)gmail.com> |
On the back of my last question .Arplast VP50
I need the bracket with the Potentiometer on thats goes on the engine.
Also looking for a "Smart avionics CSC -1"controller or any other constant speed
controller that will work with the VP50 .
If you have any VP50 parts at all you don't need and would sell please let me
know.
Cheers Darren
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513520#513520
________________________________________________________________________________
| Subject: | Re: Tri gear legs |
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
Hi Alan, yes the legs are the same for both
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513529#513529
________________________________________________________________________________
| Subject: | What did you do with you Europa this week - 30/04/24 |
| From: | "Area-51" <goldsteinindustrial(at)gmail.com> |
First decent autumn day over here today. 15C and 1023 QNH at sea level; so off
we took to the skies into the fluffy puffy scenery for a lovely 40min flight around
over and under the clouds to have coffee and pancakes; an impromptu mini
europa festival fly in at YKBN. Then another spectacular flight back.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513531#513531
Attachments:
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________________________________________________________________________________
| From: | Ken Atkinson <kennethatkinson178(at)btinternet.com> |
Hi all, is there a DOTH to Sleap tomorrow Sat?
Ken G-CEKV
________________________________________________________________________________
| From: | "Hitchflight" <bobhitchcock(at)icloud.com> |
Hi Ken
Just seen your question on todays Matronics digest archive. (Dated Snippet below)FYI
Looks like there has been a Matronics email distribution quirk.
Past event. Happily you arrived at Sleap and we enjoyed good conversation at the
DOTH on Sunday 21st April. Attendees: Ian, Carl, Ken, David, Tony, Pat, John,
Pat, Darren & Julie Royle, David, Arwel, Bob.
See you at the next one. .
Regards
Bob
Europa-List Digest Archive
---
Total Messages Posted Wed 05/01/24: 3
----------------------------------------------------------
Today's Message Index:
----------------------
1. 04:43 AM - Sleap DOTH (Ken Atkinson)
2. 11:01 PM - Official Europa-List FAQ (Frequently Asked Questions) (Matt
Dralle)
3. 11:03 PM - Official Europa-List Usage Guidelines (Matt Dralle)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=513545#513545
March 11, 2024 - Present
Europa-Archive.digest.vol-ow