Today's Message Index:
----------------------
1. 08:52 AM - Flying Trike Motorgliders in the US... (Paul Sweeting)
2. 09:17 AM - Primers (Ronald J. Parigoris)
3. 01:21 PM - Problem Solved (DJA727@aol.com)
4. 01:54 PM - Re: Navaid Autopilot. (Michael Parkin)
5. 05:41 PM - Re: Problem Solved (tonyrenshaw@optusnet.com.au)
6. 05:46 PM - Re: Problem Solved (DJA727@aol.com)
7. 05:51 PM - Re: Re: Subaru Engine Mount design (tonyrenshaw@optusnet.com.au)
8. 06:19 PM - Re: Re: Subaru Engine Mount design (Peter Zutrauen)
Message 1
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| Subject: | Flying Trike Motorgliders in the US... |
--> Europa-List message posted by: Paul Sweeting <Paul.Sweeting@ntl.com>
From the EAA Hot Line newsletter: MATT LIKNAITZKY JOINS THE LIMITED RANKS
OF
FAA PRIVATE TRIKE PILOTS
On Tuesday (May 6), Matt Liknaitzky, Santa Monica , California , passed his
FAA
oral and flight practical private pilot powered glider evaluations in an
experimental amateur-built trike or "motorglider," as the airworthiness
certificate reads.
Because a trike or weight-shift aircraft category and class rating does not
currently exist, Matt endured a 10-hour oral exam that included questions on
glider, trike, and airplane procedures -plus a one-hour flight evaluation.
In the end Matt earned a brand new FAA Private Pilot -Glider certificate,
with
a restriction to only fly trikes (weight-shift-control) aircraft.
http://www.eaa.org/communications/eaanews/030508_liknaitzky.html
Paul Sweeting
Kit 558
The contents of this email and any attachments are sent for the personal attention
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ntl Group Limited
Message 2
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--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Bit confused about what to prime with.
in past used to use dupont 215S Zinc Chromate.
I have used dupont Variprime self etching primer under Imron with good results.
Just talked to Paint vendor, and he warned that variprime is not a good stand
alone primer. Said that the Phosphoric acid that does not
react with the metal being primed reacts with the Zinc Chromate to neutralize
the acid. said because of this it is not as good as the old
215S but an excellant base for top coating.
His reccomondation was #2580CR. It is a DTM (Direct to metal) epoxy primer that
is much more user friendly as compared to Corlar.
It has Zinc Chromate in it and is an excellant stand alone corrosion primer.
Thicker than variprime, and would probably brush on much
better. Works well with steel or aluminum.
Anyone have any experiance with 2580CR?
Other comments?
Ron Parigoris
Message 3
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--> Europa-List message posted by: DJA727@aol.com
To those who were following my engine problem during run up - I have solved
it.
The problem seemed to progress to the point of complete frustration. I
finally got the run up to be acceptable in terms of RPM drop and flew it again.
I
climbed to 10,000 feet and did a mag check on the way up -- all OK. I then
pulled the power back and the airplane began to run rough -- on both mag together.
Changing to one mag, caused pooping noises and very bad running. That was on
both mags one at a time. The neat things was that in the long wing airplane,
this engine problem was not a big deal as the airplane outclimbs its own glide
ration at about 2 1/2 to one and I was sitting in a perfect position to return
to the field as a glider. I have done that once already on purpose.
On the ground, the Rotax expert said it sounds like the fuel pressure
regulator. The first thing to check is the hoses. I did just that and found an
obvious slit in the little air hose that attaches to the airbox. Fixing that and
rebalancing the carbs has resulted in a very smooth running engine -- even
smoother than is has ever run. I plan to put the picture of this problem on my
web
site later.
On a side note, I have designed an equation to display the fuel pressure as
it changes with manifold pressure to make an easy way to tell if the fuel
system pressure is varying correctly with manifold pressure. It wasn't displaying
correctly and I just thought my design must have had a problem. It didn't. One
simple fix and the engine is back to normal -- purring like a kitten. I will
be changing the material those little hoses are made of as soon as I can figure
the best material to use. Keep an eye on those hoses.
Back in the air,
Dave
A227
mini U2
Message 4
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| Subject: | Re: Navaid Autopilot. |
--> Europa-List message posted by: "Michael Parkin" <Mikenjulie.Parkin@btopenworld.com>
The radio did transmit perfectly but the red LED on the intercom did not
work, probably because of the 0.6V drop across the diode.
I have decided to fit a relay and do away with the diode.
regards,
Mike
----- Original Message -----
From: "Nigel Charles" <nigelcharles@tiscali.co.uk>
Subject: Re: Europa-List: Navaid Autopilot.
> --> Europa-List message posted by: "Nigel Charles"
<nigelcharles@tiscali.co.uk>
>
> >To prevent interference with the Navaid system during radio transmission,
> the installation diagram calls for an earth on pin 7 ( through the PTT
> button) for the duration of the radio call. The circuit also calls for a
> diode in the radio/intercom line. This diode prevents correct operation
of
> the PWR/XMT led on my PS intercom system.<
>
> Presumably the diode prevents reverse current if pin 7 should have a
higher
> voltage than the PTT connection on the intercom/radio. I would be very
> cautious about leaving it out. Are you sure you wired the diode the
correct
> way around. The band end of the diode should connect to the PTT and pin 7.
> Mine works OK in this configuration. The voltage drop on a forward biased
> diode should only be about 0.6v so should not be enough to affect the PTT
> connection. If you are still having problems try transmitting with the
diode
> in circuit but with the pin 7 disconnected. If this doesn't cure it there
is
> either a problem with the diode or there is something odd about you
> intercom/radio setup. The PTT connection is usually connected to ground to
> get the radio to transmit. I presume this is the case with your system?
>
> Nigel Charles
>
>
Message 5
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| Subject: | Re: Problem Solved |
--> Europa-List message posted by: tonyrenshaw@optusnet.com.au
Dave,
What is your web site address please???
Reg
Tony Renshaw
Sydney Australia
> DJA727@aol.com <DJA727@aol.com> wrote:
>
> --> Europa-List message posted by: DJA727@aol.com
>
> To those who were following my engine problem during run up - I have
> solved
> it.
>
> The problem seemed to progress to the point of complete frustration.
> I
> finally got the run up to be acceptable in terms of RPM drop and flew
> it again. I
> climbed to 10,000 feet and did a mag check on the way up -- all OK. I
> then
> pulled the power back and the airplane began to run rough -- on both
> mag together.
> Changing to one mag, caused pooping noises and very bad running. That
> was on
> both mags one at a time. The neat things was that in the long wing
> airplane,
> this engine problem was not a big deal as the airplane outclimbs its
> own glide
> ration at about 2 1/2 to one and I was sitting in a perfect position
> to return
> to the field as a glider. I have done that once already on purpose.
>
> On the ground, the Rotax expert said it sounds like the fuel pressure
>
> regulator. The first thing to check is the hoses. I did just that and
> found an
> obvious slit in the little air hose that attaches to the airbox.
> Fixing that and
> rebalancing the carbs has resulted in a very smooth running engine --
> even
> smoother than is has ever run. I plan to put the picture of this
> problem on my web
> site later.
>
> On a side note, I have designed an equation to display the fuel
> pressure as
> it changes with manifold pressure to make an easy way to tell if the
> fuel
> system pressure is varying correctly with manifold pressure. It
> wasn't displaying
> correctly and I just thought my design must have had a problem. It
> didn't. One
> simple fix and the engine is back to normal -- purring like a kitten.
> I will
> be changing the material those little hoses are made of as soon as I
> can figure
> the best material to use. Keep an eye on those hoses.
>
> Back in the air,
>
> Dave
> A227
> mini U2
>
>
>
>
>
>
> _-
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> ===
> _-
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=======
> ===
> _-
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=======
> ===
> _-
============================================================
=======
> ===
Message 6
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| Subject: | Re: Problem Solved |
--> Europa-List message posted by: DJA727@aol.com
In a message dated 6/11/2003 5:42:38 PM Pacific Standard Time,
tonyrenshaw@optusnet.com.au writes:
> Dave,
> What is your web site address please???
> Reg
> Tony Renshaw
> Sydney Australia
>
Tony,
<A HREF="http://hometown.aol.com/dja727/index.html">http://hometown.aol.com/dja727/index.html
Dave
Message 7
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| Subject: | Re: Subaru Engine Mount design |
--> Europa-List message posted by: tonyrenshaw@optusnet.com.au
Mark,
Don't want to appear to be a nag here, as I know I sent a message yesterday,
but I was wondering if you could also put me onto someone, PFA, or whoever
that might have that engine mount diagram. I am also interested in e-mailing
someone else who has a flying Subaru, and a recent look through old Europa
Club publications tells me that there are about half a dozen in the UK. Can you
put me onto someone who is flying as I would like to ask the following questions,
and some more that don't immediately come to mind. Thanks again, in
anticipation.
Q1. How significant is the weight and balance in terms of a/c construction
compromises(repositioning of batteries etc), and more importantly
Q2. Are the flight control characteristics any different. I wouldn't imagine that
they
could be, other than the a/c is overall heavier. As long as the a/c is within its
CoG
limits, the flight controls shouldn't vary from one powerplant to another. That
is
right isnt' it??? I know its right, I think!
Q3. What fuel consumption are you getting at 75% power, and what revs is that?
For prop purchasing etc, what is the ratio of prop reduction you are using, and
wheat prop are you also using.
Q4. This www.sub4.co.nz company can build up a 125 HP, continuous, EFI
engine that weighs about 200lbs empty. That isn't too bad, and as I am 80
kg/175cm (160 lb/5'9"), I could probably go OK in a Subaru powered a/c.
> europa@nimbus.geog.ox.ac.uk <europa@nimbus.geog.ox.ac.uk> wrote:
>
> --> Europa-List message posted by: <europa@nimbus.geog.ox.ac.uk>
>
>
> > --> Europa-List message posted by: TELEDYNMCS@aol.com
> >
> > In a message dated 6/10/2003 3:01:36 AM Eastern Daylight Time,
> > europa@nimbus.geog.ox.ac.uk writes:
> >
> > > Not quite, I have a Subaru engine for mine:)
> >
> > According to their website their "wet" weight for the 108 HP
> Subaru,
> without
> > prop, is 242 Lbs, 64 lbs greater than the Rotax 912S.
>
> "Not quite" was re. the quote about no UK builders planning to use a
> Subaru
> engine.
>
> Cheers,
> Mark.
>
>
>
>
>
>
> _-
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=======
> ===
> _-
============================================================
=======
> ===
> _-
============================================================
=======
> ===
> _-
============================================================
=======
> ===
Message 8
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| Subject: | Re: Subaru Engine Mount design |
--> Europa-List message posted by: "Peter Zutrauen" <peterz@zutrasoft.com>
Tony,
As I don't think Mark is flying yet, you may try
http://www.ukmicrolights.com/ for some hard numbers.....
From the site: "115 knots and burning 15 liters per hour, at 3100 rpm"
Cheers,
Pete
A239
-----Original Message-----
From: tonyrenshaw@optusnet.com.au [mailto:tonyrenshaw@optusnet.com.au]
Subject: Re: Re: Europa-List: Subaru Engine Mount design
--> Europa-List message posted by: tonyrenshaw@optusnet.com.au
Mark,
Don't want to appear to be a nag here, as I know I sent a message
yesterday,
but I was wondering if you could also put me onto someone, PFA, or
whoever
that might have that engine mount diagram. I am also interested in
e-mailing
someone else who has a flying Subaru, and a recent look through old
Europa
Club publications tells me that there are about half a dozen in the UK.
Can you
put me onto someone who is flying as I would like to ask the following
questions,
and some more that don't immediately come to mind. Thanks again, in
anticipation.
Q1. How significant is the weight and balance in terms of a/c
construction
compromises(repositioning of batteries etc), and more importantly
Q2. Are the flight control characteristics any different. I wouldn't
imagine that they
could be, other than the a/c is overall heavier. As long as the a/c is
within its CoG
limits, the flight controls shouldn't vary from one powerplant to
another. That is
right isnt' it??? I know its right, I think!
Q3. What fuel consumption are you getting at 75% power, and what revs is
that?
For prop purchasing etc, what is the ratio of prop reduction you are
using, and
wheat prop are you also using.
Q4. This www.sub4.co.nz company can build up a 125 HP, continuous, EFI
engine that weighs about 200lbs empty. That isn't too bad, and as I am
80
kg/175cm (160 lb/5'9"), I could probably go OK in a Subaru powered a/c.
> europa@nimbus.geog.ox.ac.uk <europa@nimbus.geog.ox.ac.uk> wrote:
>
> --> Europa-List message posted by: <europa@nimbus.geog.ox.ac.uk>
>
>
> > --> Europa-List message posted by: TELEDYNMCS@aol.com
> >
> > In a message dated 6/10/2003 3:01:36 AM Eastern Daylight Time,
> > europa@nimbus.geog.ox.ac.uk writes:
> >
> > > Not quite, I have a Subaru engine for mine:)
> >
> > According to their website their "wet" weight for the 108 HP
> Subaru,
> without
> > prop, is 242 Lbs, 64 lbs greater than the Rotax 912S.
>
> "Not quite" was re. the quote about no UK builders planning to use a
> Subaru
> engine.
>
> Cheers,
> Mark.
>
>
>
>
>
>
> _-
============================================================
=======
> ===
> _-
============================================================
=======
> ===
> _-
============================================================
=======
> ===
> _-
============================================================
=======
> ===
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