Today's Message Index:
----------------------
1. 02:10 AM - finger Brakes (Tony Renshaw)
2. 02:10 AM - Re: Easiest way to inspect landing gear and swing it? (Davidghillam@aol.com)
3. 04:02 AM - List Support Site (John Cliff)
4. 02:52 PM - Re: Easiest way to inspect landing gear and swing it? (Terry Seaver)
5. 07:30 PM - 914 Airbox Temperature monitoring (Paul McAllister)
6. 10:18 PM - Re: 914 Airbox Temperature monitoring (DJA727@aol.com)
Message 1
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--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
John,
I am interested please in the dual finger brakes and was wondering if you have
a PDF file on its installation, and a costing and availability please? In
anticipation.
Reg
Tony Renshaw
At 09:57 PM 10/21/2003 -0400, you wrote:
>--> Europa-List message posted by: Europa Aircraft <europa@gate.net>
>
>Hi All,
>
>Lockwood recomends a hobbs to record engine time for oil changes, other
>regular maintenance & diags. Both Mitchell, and UMA make electronic
>tachometers with a time readout. Mitchell also makes a 2 1/4" mechanical
>recording tach for the Rotax 912 / 914.
>
>Hope this helps.
>
>John Hurst
>Europa Aircraft
>Lakeland, FL
>
>-----Original Message-----
>From: Jim Brown <acrojim@cfl.rr.com>
>To: europa-list@matronics.com
>Subject: Re: Europa-List: Hobbs switch
>
>--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
>
>On N398JB we connected the Hobbs meter to the Master switch, which
>eliminated any taping into the oil system for pressure. If we need to have
>the master on for what ever reason without the engine running we simply
>pull the circuit breaker.
>
>Jim Brown
>
>n3eu@comcast.net wrote:
>
>> --> Europa-List message posted by: n3eu@comcast.net
>>
>> > This has probably been discussed a million times before. Typically when I
>> > am involved in a certain section of the build I become focused and tend
not
>> > to assimilate some of the other stuff coming over the web. I need to
>> > install a switch for the Hobbs meter. The first thought is to put a T
>> > where the oil pressure transducer is and plug in the switch upstream of
the
>> > transducer. Are there any other pressure ports on the 914 that I'm not
>> > aware of? What have others done to ensure accurate recording of engine
>> > hours with the Hobbs?
>> >
>> > Thanks,
>> >
>> > Steve A143
>> > Mesa, AZ
>>
>> Why do you really need to know accurate Hobbs time? As an amateur-built
>aircraft in the U.S., you're not bound in the slightest degree by any run
>time of any component anywhere. Admittedly, were you to sell the aircraft,
>airframe/engine time will be of interest to a buyer and thus how determined,
>but big deal.
>>
>> So, my "Hobbs" time is from that which a Taskem digital RPM display
>actually records in nonvolatile memory. Good 'enuf!
>>
>> The only place to tap into oil pressure is at the pressure transducer on
>all Rotax 91X, or the feed line to the 914 turbocharger. But the grizzled
>old aircraft mechanic in me says you do that you introduce a point of
>failure in a critical airworthiness system. It's not like there's a Service
>Bulletin on my other airplane specifically on this, which on failure causes
>oil to be spilled inside the aircraft cabin, until there ain't nuthin' in
>the sump!
>>
>> Thus preferable would be to simply read voltage at the Rotax transducer,
>and glomp a transistor to fire a stock Hobbs meter. It's a simple circuit,
>but if a builder can't do that, I think it best to at least shop for
>something that will record elapsed hours when fed a voltage, like when
>master is on -- even a stock Hobbs does that. It won't be exact engine
>hours, but so what.
>>
>> Regards,
>> Fred F.
>>
>
>
Message 2
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| Subject: | Re: Easiest way to inspect landing gear and swing it? |
--> Europa-List message posted by: Davidghillam@aol.com
In a message dated 10/23/03 4:28:41 AM GMT Daylight Time,
rparigor@suffolk.lib.ny.us writes:
> On completed monowheel, what is good way to elevate craft so you can swing
> gear?
>
Hi,
I found that the best way was to use an engine hoist. Simply lift the front
end by the engine mounts or the inlet manifolds. You will need to support the
wings on trestles while you work on the gear (but remember to remove them
before you lower the plane again!).
David
G-SHSH
Kit 113
Message 3
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| Subject: | List Support Site |
--> Europa-List message posted by: "John Cliff" <mx@crixbinfield.freeserve.co.uk>
There are now two new items on the site,
First, Ferg Kyle's take on the way to attach the pitch rod containment structure
to the fuselage top while avoiding the need to do it after the top goes on, see
halfway down
http://www.crixbinfield.freeserve.co.uk/Techniques/rear.htm
Second, some pictures from Graham Singleton of the nav light covers he was
discussing a few days ago, see
http://www.crixbinfield.freeserve.co.uk/Mods/navlights.htm
For new readers, this site is one on which I have collected contributions from
list members for about 3 years, start at http://www.crix.org.uk
John Cliff
#0259
Message 4
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| Subject: | Re: Easiest way to inspect landing gear and swing it? |
--> Europa-List message posted by: Terry Seaver <terrys@cisco.com>
We jack the plane using a hydraulic floor jack and a jacking block under
the main gear leg (see http://www.europa-usa.com/n135TD.htm, "Mono-wheel
jacking block", for a description). We then slide concrete blocks under
the wings, with blue foam pads to protect the surface. Position the
blocks at the roots immediately under the spars. Before lowering and
removing the jack you should attach some weight to the tail, since the
COG is forward of the main spars. Before jacking, we pull the tail
planes off and set the tail plane torque tubes on saw horses, then hang
a bucket of sandbags from the tail wheel to keep it down once the jack
is removed from under the main gear leg. The saw horses keep the plane
more or less level while working on it while on the blocks.
regards,
Terry Seaver
A135
Ronald J. Parigoris wrote:
>--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
>
>A ways off yet, but curious.
>
>On completed monowheel, what is good way to elevate craft so you can swing gear?
>
>For instance when doing conditional, or if there is a problem.
>
>I have two 750 lb pump jacks with platforms that works well to lift Cozy 3 from
>the wings. I was kinda sortta thinking lifting under spar by double ribs with
a
>piece of dense foam under wings.
>
>Thx.
>Ron Parigoris
>
>Monowheel A265
>
>
>
>
Message 5
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| Subject: | 914 Airbox Temperature monitoring |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I was wondering if anyone of the 914 Turbo folk out there had though it worth while
to monitor the airbox temperature. I understand under certain circumstances
that pre detonation can be a problem.
Paul
Message 6
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| Subject: | Re: 914 Airbox Temperature monitoring |
--> Europa-List message posted by: DJA727@aol.com
In a message dated 10/23/2003 7:30:48 PM Pacific Standard Time,
paul.mcallister@qia.net writes:
>
> I was wondering if anyone of the 914 Turbo folk out there had though it
> worth while to monitor the airbox temperature. I understand under certain
> circumstances that pre detonation can be a problem.
>
I plan on it myself - the airbox temp can limit your power by the automatic
waste gate control. I am hoping that is why I can only get about 25 inches at
17,500 in the warm weather. I used to do better in the cold winter weather. I
would like to know for sure if that is what is happening. The is where the
intercooler would allow more power at altitude.
Dave A227
Mini U2
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