Today's Message Index:
----------------------
1. 04:22 AM - Re: Andair (ivor.phillips)
2. 07:47 AM - Re: Expanding brake fluid? (Rob Housman)
3. 08:36 AM - Bending tubing (Fergus Kyle)
4. 10:22 AM - Re: Expanding brake fluid? (ivor.phillips)
5. 11:59 AM - Re: Expanding brake fluid? (Rob Housman)
6. 12:51 PM - Safe Heating Sources. (Jeff Roberts)
7. 01:03 PM - Re: Expanding brake fluid? (ivor.phillips)
8. 02:10 PM - Re: Safe Heating Sources. (Rob Housman)
9. 03:16 PM - Thruxton Drop of the Hat Fly In (RMRRick@aol.com)
10. 04:15 PM - Re: Expanding brake fluid? (Robert Berube)
11. 05:41 PM - Re: Safe Heating Sources. ()
12. 06:30 PM - Re: Safe Heating Sources. (Jeff Roberts)
13. 07:09 PM - Re: Safe Heating Sources. (Tim Ward)
14. 08:03 PM - Manifold pressure gauge plumbing (Paul McAllister)
15. 09:42 PM - 914 Software (Ronald J. Parigoris)
16. 10:06 PM - Engine monitoring Software 914 (Ronald J. Parigoris)
Message 1
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--> Europa-List message posted by: "ivor.phillips" <ivor.phillips@ntlworld.com>
I totally agree, Andair quality is first class on the engineering front but
customer service leaves a lot to be desired,
still waiting for the fuel valve extension after nearly three months, I
think they are a victim of there own success!!
Have now sent back three incorrectly delivered parts, speaking with Owen
direct seems the best way to get some movement on the parts front,
Likewise i have had unanswered emails,
very frustrating when the cockpit module is ready to go in, and you are
waiting on parts.
regards
Ivor Phillips
(no relation)
.> Hi Peter
> I ordered some hose fittings for an Andair gascolator, and waited many
months (can't remember exactly) for them to arrive. I recall several phone
calls on the matter, but it seems they tool up to make a batch production of
a particular product, so if your order arrives at the wrong time, then you
just have to wait. Not very good service in this day and age, but they are
outstanding quality parts. I share your frustration.
> Brian Hutchinson
> mono 357
> 5 Years into the build...making a bit of a meal of it!
>
>
> -> Europa-List message posted by: "p-a.austin" <p-a.austin@xtra.co.nz>
> Hello team,
> Anyone had any dealings with Andair?
> Ordered and received Fuel tank selector and Gascolator etc, very nice, but
> find a few parts missing, send several quiries to Andair through Owen
> Phillips but never as yet received a reply.
>
> Regards
>
> Peter
>
>
Message 2
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| Subject: | Expanding brake fluid? |
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
What's not to like about silicone brake fluid? The stuff is compatible with
all seal materials, does not absorb atmospheric moisture, does not dissolve
paint, is rated for higher temperature operation, barely supports
combustion, does not need to be replaced, and is otherwise virtually inert.
Except for price silicone brake fluid seems to be superior to all the other
choices in every respect.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of ivor.phillips
Subject: Re: Europa-List: Expanding brake fluid?
--> Europa-List message posted by: "ivor.phillips"
<ivor.phillips@ntlworld.com>
DOT5 silicone brake fluid is combatable with both types of seals used in the
master cylinders and callipers,its just unfortunate that it has many
drawbacks!
The latest DOT 5.1 is far superior to the silicone fluid but is glycol based
so the seals in the callipers are not suitable, If Europa had replaced the
calliper seals with automotive ones and left the master cylinders ones alone
then there wouldn't be a problem, Bleeding the system would be easier and
you would have a much firmer pedal/lever and a greatly reduced chance of
brakes dragging on and fading,
The downside is water accumulating in the system, easily rectified at the
annual check-up by bleeding the system, damaging paintwork if careless,
you are quite correct not to use automotive DOT3/4/5.1 with the current
seals.
but DOT5 silicone, is synthetic and is suitable although far from perfect!
The Mil-H-6060 Hydraulic fluid is broadly similar to Automatic transmission
fluid ATF, both IMHO preferable to silicone DOT5.
regards
Ivor Phillips
Message 3
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--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
I have gone for alu tubing for fuel rather than rubber for a
number of reasons - one of which was that I am not younger in five years and
replacing is a non-item.
I wanted to bend other sizes than 3/8" and fell upon a
plier-type tool for not much that did 1/4,3/8 and 5/16. However it wouldn't
produce the bend much less than 2" radius. So I found bits and pieces at the
local hardware chain (farm stuff too) which served to replace the commercial
tool at less than half the price - and got a 1-1/2" diam reverse bend in the
bargain.
Details at your ever-useful:
http://www.crixbinfield.freeserve.co.uk/Techniques/bender.htm
-courtesy of John Cliff...............
Ferg
A064 914 mono
wings and tail attached and in the spare room with 4" to spare.......
now I can mod52 and controls-adjust at last
Message 4
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| Subject: | Re: Expanding brake fluid? |
--> Europa-List message posted by: "ivor.phillips" <ivor.phillips@ntlworld.com>
LONG/SPONGY PEDAL - the compressibility of the silicone-based fluid is up to
three times that of the more common glycol-based types, so needs more pedal
travel to actuate. Its viscosity is twice that of the glycol-based fluid -
meaning it is thicker. This equates to slow fill rates that can trap air,
and results in bleeding difficulties.
SUDDEN LOSS OF BRAKES - Entrapped air suffers gasification at relatively low
temperatures, causing a vapour-lock effect. It's immiscibility causes any
free water caught in the system to boil at relatively low temperatures -
producing a vapour-lock. Glycol-based fluids absorb water (the water
dissolves into the fluid), and although this will reduce the boiling point,
it is unlikely to cause severe vapour-lock at low temperatures.
HANGING ON - In disc brake systems, the sole mechanism for returning the
pads to their normal 'not in use' position away from the disc is the
tendency of the seals to recover to their 'at rest' attitude once the pedal
is released. The low lubricity of the silicone-based fluid works against
this recovery; it's high viscosity amplifying this effect
> DOT 3/4/5.1 Verses DOT 5. Which brake fluid should I use?
1.. Fluid compatibility with the brake system rubber, plastic and
metal components.
2.. Water absorption and corrosion.
3.. Fluid boiling point and other physical characteristics.
4.. Brake system contamination and sludging.
First of all, it's important to understand the chemical nature of
brake fluid. DOT 3 brake fluids are mixtures of glycols and glycol ethers.
DOT 4 contains borate esters in addition to what is contained in DOT 3.
These brake fluids are somewhat similar to automotive anti-freeze (ethylene
glycol) ,. DOT 5 is silicone chemistry.
Fluid Compatibility
Brake system materials must be compatible with the system fluid.
Compatibility is determined by chemistry, and no amount of advertising,
wishful thinking or rationalizing can change the science of chemical
compatibility. Both DOT 3-4 and DOT 5 fluids are compatible with most brake
system materials except in the case some silicone rubber external components
such as caliper piston boots, which are attacked by silicon fluids and
greases.
Water absorption and corrosion
The big bugaboo with DOT 3-4 fluids always cited by silicone fluid
advocates is water absorption. DOT 3-4 glycol based fluids, just like
ethylene glycol antifreezes, are readily miscible with water. Long term
brake system water content tends to reach a maximum of about 3%, which is
readily handled by the corrosion inhibitors in the brake fluid formulation.
Since the inhibitors are gradually depleted as they do their job, glycol
brake fluid, just like anti-freeze, needs to be changed periodically. Follow
BMW's recommendations. DOT 5 fluids, not being water miscible, must rely on
the silicone (with some corrosion inhibitors) as a barrier film to control
corrosion. Water is not absorbed by silicone as in the case of DOT 3-4
fluids, and will remain as a separate globule sinking to the lowest point in
the brake system, since it is more dense.
Fluid boiling point
DOT 5.1 glycol based fluid has a higher boiling point (520F) than DOT
4 (446F), DOT3(401F) and all fluids will exhibit a reduced boiling point as
water content increases. DOT 5 in its pure state offers a higher boiling
point (500F) however if water got into the system, and a big globule found
its way into a caliper, the water would start to boil at 212F causing a
vapor lock condition [possible brake failure -ed.]. By contrast, DOT 3 fluid
with 3% water content would still exhibit a boiling point of 300F. Silicone
fluids also exhibit a 3 times greater propensity to dissolve air and other
gasses which can lead to a "spongy pedal" and reduced braking at high
altitudes.
DOT 3/4/5.1 fluids are mutually compatible, the major disadvantage of
such a mix being a lowered boiling point. In an emergency, it'll do.
Silicone fluid will not mix, but will float on top. From a lubricity
standpoint, neither fluids are outstanding, though silicones will exhibit a
more stable viscosity index in extreme temperatures, which is why the US
Army likes silicone fluids. Since few of us ride at temperatures very much
below freezing, let alone at 40 below zero, silicone's low temperature
advantage won't be apparent. Neither fluids will reduce stopping distances.
With the advent of ABS systems, the limitations of existing brake
fluids have been recognized and the brake fluid manufacturers have been
working on formulations with enhanced properties. However, the chosen
direction has not been silicone. The only major user of silicone is the US
Army. It has recently asked the SAE about a procedure for converting from
silicon back to DOT 3-4. If they ever decide to switch, silicone brake fluid
will go the way of leaded gas.
Brake system contamination
The single most common brake system failure caused by a contaminant is
swelling of the rubber components (piston seals etc.) due to the
introduction of petroleum based products (motor oil, power steering fluid,
mineral oil etc.) A small amount is enough to do major damage. Flushing with
mineral spirits is enough to cause a complete system failure in a short
time. I suspect this is what has happened when some BMW owners changed to
DOT 5 (and then assumed that silicone caused the problem). Flushing with
alcohol also causes problems. BMW brake systems should be flushed only with
DOT 3 /4/5.1
If silicone is introduced into an older brake system, the silicone
will latch unto the sludge generated by gradual component deterioration and
create a gelatin like goop which will attract more crud and eventually plug
up metering orifices or cause pistons to stick. If you have already changed
to DOT 5, don't compound your initial mistake and change back. Silicone is
very tenacious stuff and you will never get it all out of your system. Just
change the fluid regularly. For those who race using silicone fluid, I
recommend that you crack the bleed screws before each racing session to
insure that there is no water in the calipers.
New developments
Since DOT 4 fluids were developed, it was recognized that borate ester
based fluids offered the potential for boiling points beyond the 446F
requirement, thus came the Super DOT 4 fluids - some covered by the DOT 5.1
designation - which exhibit a minimum dry boiling point of 520F (better than
silicone, but different chemistry).
Additionally, a new fluid type based on silicon ester chemistry (not
the same as silicon) has been developed that exhibits a minimum dry boiling
point of 590F. It is miscible with DOT 3-4 fluids but has yet to see
commercial usage.
regards
Ivor Phillips
> What's not to like about silicone brake fluid? The stuff is compatible
with
> all seal materials, does not absorb atmospheric moisture, does not
dissolve
> paint, is rated for higher temperature operation, barely supports
> combustion, does not need to be replaced, and is otherwise virtually
inert.
> Except for price silicone brake fluid seems to be superior to all the
other
> choices in every respect.
>
>
Message 5
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| Subject: | Expanding brake fluid? |
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
As you probably can guess, my choice was silicone brake fluid, for its clear
advantages. Most of your points are strictly academic, and apply more to
automotive rather than aviation systems:
LONG/SPONGY PEDAL - the compressibility of the silicone-based fluid is up to
three times that of the more common glycol-based types, so needs more pedal
travel to actuate. Its viscosity is twice that of the glycol-based fluid -
meaning it is thicker. This equates to slow fill rates that can trap air,
and results in bleeding difficulties.
Within the temperature and pressure limits encountered in automotive or
aviation brake systems any hydraulic fluid is essentially incompressible.
The higher viscosity may increase the fill time, but even in the Tri-Gear
where you have your head in the footwell and the your nose practically up
against the go cart master cylinders in order to see what you are doing, the
time is not unreasonable. Bleeding was likewise a relatively quick process.
SUDDEN LOSS OF BRAKES - Entrapped air suffers gasification at relatively low
temperatures, causing a vapour-lock effect. It's immiscibility causes any
free water caught in the system to boil at relatively low temperatures -
producing a vapour-lock. Glycol-based fluids absorb water (the water
dissolves into the fluid), and although this will reduce the boiling point,
it is unlikely to cause severe vapour-lock at low temperatures.
The hydraulic system is completely sealed in the Europa Tri-Gear (and I
presume the same scheme is used in the Monowheel, except with only one
master cylinder and slave cylinder), ergo, there is no possibility of water
entering the system except while filling with brake fluid. In an automotive
system with a fluid reservoir water can enter through the vent in the
reservoir cap.
HANGING ON - In disc brake systems, the sole mechanism for returning the
pads to their normal 'not in use' position away from the disc is the
tendency of the seals to recover to their 'at rest' attitude once the pedal
is released. The low lubricity of the silicone-based fluid works against
this recovery; it's high viscosity amplifying this effect
While this is technically correct as far as it goes, the sole mechanism
argument fails because it is not the sole mechanism. Braking generates
heat, causing the mechanical components expand, and once these components
return to ambient temperature the pads and disc are no longer in contact.
Fluid Compatibility
Brake system materials must be compatible with the system fluid.
<snip>
Silicone brake fluid is compatible with all seal materials, making it
unnecessary to replace the seals in some of the Europa supplied components
(again assuming similarities between the Monowheel and Tri-Gear).
Water absorption and corrosion
<snip>
Everything you said about the advantages and disadvantages of each fluid is
correct, especially for automotive braking systems, but moot for the Europa.
With no water in a sealed system there will be no corrosion.
Fluid boiling point
<snip>
Again, literally correct, but moot, primarily because the Europa system is
sealed, but also because it would be impossible to generate enough heat in
the Europa's short braking distance to make any difference whatsoever - the
lowest grade brake fluid will never get anywhere near its boiling point.
Although most of us don't fly high enough for it to make a difference, it
does get cold at altitudes approaching the flight levels. Today, for
example, the temperature at 12,000 MSL over the western US is in the range
of -3 to -9 C, and at 18,000 MSL the range is -18 to -22 C.
Brake system contamination
<snip>
Here's a point that I can agree with wholeheartedly. Once we select a fluid
type we must stick with it, and I assume that we are not going to "top off"
the system with an incompatible fluid.
The only real disadvantage of silicone brake fluid for the Europa is that if
it is spilled on something that will be painted, the paint won't stick.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of ivor.phillips
Subject: Re: Europa-List: Expanding brake fluid?
--> Europa-List message posted by: "ivor.phillips"
<ivor.phillips@ntlworld.com>
LONG/SPONGY PEDAL - the compressibility of the silicone-based fluid is up to
three times that of the more common glycol-based types, so needs more pedal
travel to actuate. Its viscosity is twice that of the glycol-based fluid -
meaning it is thicker. This equates to slow fill rates that can trap air,
and results in bleeding difficulties.
SUDDEN LOSS OF BRAKES - Entrapped air suffers gasification at relatively low
temperatures, causing a vapour-lock effect. It's immiscibility causes any
free water caught in the system to boil at relatively low temperatures -
producing a vapour-lock. Glycol-based fluids absorb water (the water
dissolves into the fluid), and although this will reduce the boiling point,
it is unlikely to cause severe vapour-lock at low temperatures.
HANGING ON - In disc brake systems, the sole mechanism for returning the
pads to their normal 'not in use' position away from the disc is the
tendency of the seals to recover to their 'at rest' attitude once the pedal
is released. The low lubricity of the silicone-based fluid works against
this recovery; it's high viscosity amplifying this effect
> DOT 3/4/5.1 Verses DOT 5. Which brake fluid should I use?
1.. Fluid compatibility with the brake system rubber, plastic and
metal components.
2.. Water absorption and corrosion.
3.. Fluid boiling point and other physical characteristics.
4.. Brake system contamination and sludging.
First of all, it's important to understand the chemical nature of
brake fluid. DOT 3 brake fluids are mixtures of glycols and glycol ethers.
DOT 4 contains borate esters in addition to what is contained in DOT 3.
These brake fluids are somewhat similar to automotive anti-freeze (ethylene
glycol) ,. DOT 5 is silicone chemistry.
Fluid Compatibility
Brake system materials must be compatible with the system fluid.
Compatibility is determined by chemistry, and no amount of advertising,
wishful thinking or rationalizing can change the science of chemical
compatibility. Both DOT 3-4 and DOT 5 fluids are compatible with most brake
system materials except in the case some silicone rubber external components
such as caliper piston boots, which are attacked by silicon fluids and
greases.
Water absorption and corrosion
The big bugaboo with DOT 3-4 fluids always cited by silicone fluid
advocates is water absorption. DOT 3-4 glycol based fluids, just like
ethylene glycol antifreezes, are readily miscible with water. Long term
brake system water content tends to reach a maximum of about 3%, which is
readily handled by the corrosion inhibitors in the brake fluid formulation.
Since the inhibitors are gradually depleted as they do their job, glycol
brake fluid, just like anti-freeze, needs to be changed periodically. Follow
BMW's recommendations. DOT 5 fluids, not being water miscible, must rely on
the silicone (with some corrosion inhibitors) as a barrier film to control
corrosion. Water is not absorbed by silicone as in the case of DOT 3-4
fluids, and will remain as a separate globule sinking to the lowest point in
the brake system, since it is more dense.
Fluid boiling point
DOT 5.1 glycol based fluid has a higher boiling point (520F) than DOT
4 (446F), DOT3(401F) and all fluids will exhibit a reduced boiling point as
water content increases. DOT 5 in its pure state offers a higher boiling
point (500F) however if water got into the system, and a big globule found
its way into a caliper, the water would start to boil at 212F causing a
vapor lock condition [possible brake failure -ed.]. By contrast, DOT 3 fluid
with 3% water content would still exhibit a boiling point of 300F. Silicone
fluids also exhibit a 3 times greater propensity to dissolve air and other
gasses which can lead to a "spongy pedal" and reduced braking at high
altitudes.
DOT 3/4/5.1 fluids are mutually compatible, the major disadvantage of
such a mix being a lowered boiling point. In an emergency, it'll do.
Silicone fluid will not mix, but will float on top. From a lubricity
standpoint, neither fluids are outstanding, though silicones will exhibit a
more stable viscosity index in extreme temperatures, which is why the US
Army likes silicone fluids. Since few of us ride at temperatures very much
below freezing, let alone at 40 below zero, silicone's low temperature
advantage won't be apparent. Neither fluids will reduce stopping distances.
With the advent of ABS systems, the limitations of existing brake
fluids have been recognized and the brake fluid manufacturers have been
working on formulations with enhanced properties. However, the chosen
direction has not been silicone. The only major user of silicone is the US
Army. It has recently asked the SAE about a procedure for converting from
silicon back to DOT 3-4. If they ever decide to switch, silicone brake fluid
will go the way of leaded gas.
Brake system contamination
The single most common brake system failure caused by a contaminant is
swelling of the rubber components (piston seals etc.) due to the
introduction of petroleum based products (motor oil, power steering fluid,
mineral oil etc.) A small amount is enough to do major damage. Flushing with
mineral spirits is enough to cause a complete system failure in a short
time. I suspect this is what has happened when some BMW owners changed to
DOT 5 (and then assumed that silicone caused the problem). Flushing with
alcohol also causes problems. BMW brake systems should be flushed only with
DOT 3 /4/5.1
If silicone is introduced into an older brake system, the silicone
will latch unto the sludge generated by gradual component deterioration and
create a gelatin like goop which will attract more crud and eventually plug
up metering orifices or cause pistons to stick. If you have already changed
to DOT 5, don't compound your initial mistake and change back. Silicone is
very tenacious stuff and you will never get it all out of your system. Just
change the fluid regularly. For those who race using silicone fluid, I
recommend that you crack the bleed screws before each racing session to
insure that there is no water in the calipers.
New developments
Since DOT 4 fluids were developed, it was recognized that borate ester
based fluids offered the potential for boiling points beyond the 446F
requirement, thus came the Super DOT 4 fluids - some covered by the DOT 5.1
designation - which exhibit a minimum dry boiling point of 520F (better than
silicone, but different chemistry).
Additionally, a new fluid type based on silicon ester chemistry (not
the same as silicon) has been developed that exhibits a minimum dry boiling
point of 590F. It is miscible with DOT 3-4 fluids but has yet to see
commercial usage.
regards
Ivor Phillips
> What's not to like about silicone brake fluid? The stuff is compatible
with
> all seal materials, does not absorb atmospheric moisture, does not
dissolve
> paint, is rated for higher temperature operation, barely supports
> combustion, does not need to be replaced, and is otherwise virtually
inert.
> Except for price silicone brake fluid seems to be superior to all the
other
> choices in every respect.
>
>
Message 6
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| Subject: | Safe Heating Sources. |
--> Europa-List message posted by: Jeff Roberts <jeff@rmmm.net>
I know there has been discussion on this before but I would like to hear
about any cabin heat taken directly off the coolant radiators. Its tight
but I would think some of the air could be re-directed into a selection box.
What have others done?
Thanks in advance,
Jeff
Tri A258
Fitting cowling and plumbing.
Message 7
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| Subject: | Re: Expanding brake fluid? |
--> Europa-List message posted by: "ivor.phillips" <ivor.phillips@ntlworld.com>
----- Original Message -----
From: "Rob Housman" <RobH@hyperion-ef.com>
Subject: RE: Europa-List: Expanding brake fluid?
> --> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
>
> As you probably can guess, my choice was silicone brake fluid, for its
clear
> advantages. Most of your points are strictly academic, and apply more to
> automotive rather than aviation systems:
>
>
Rob you are certainly entitled to your opinion, that's why this forum is
such a great way to exchange ideas,
But Automotive or aviation they are still braking systems,
The latest finger brakes have a separate reservoir that is vented to
atmosphere, This is the system i am using,
There are no major motor manufacturer or brake supplier (lockheed,
girling.bendix.ATE) that will indorse silicone,
admittingly that's this side of the pond, It may be different your side,
The irony is unless i can reseal either the callipers or master cylinder, I
will end up using silicone,
But LIFE is a COMPROMISE!!!
best regards
Ivor phillips
Message 8
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| Subject: | Safe Heating Sources. |
--> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
While I can't comment on how effective it is (not yet flying) I have built a
cabin heater as you propose.
In the aluminum cooling duct (CD1) I cut a flap, which is bent downward into
the air stream behind both coolers to deflect air upward into a 2 inch
diameter SCAT tube attached to CD1 with a flanged fitting from Aircraft
Spruce. Before doing this I queried the factory about how it might affect
engine cooling, and as I expected, there is no reason for concern. Air flow
is controlled with a butterfly valve in a plenum; the plenum is attached to
the forward side of the firewall above the port side footwell. I have a
similar arrangement on the starboard side for fresh air, but here the source
is air in the turbo intake plenum. Warm and cool air is mixed in the
starboard side plenum before being ported through the firewall and thence to
vents on the panel. Because of the limited space, ducting on the cabin side
of the firewall is 1.5 inch diameter SCAT tube.
This arrangement appeals to me because both air sources are from outside of
the baffling around the engine so there is little likelihood of introducing
carbon monoxide into the cabin along with warm or cool air. There are gaps
in the baffling so there is still some small risk, but probably not as great
as using a heat muff on the exhaust (if that can be done with the Rotax).
Contact me off list if you would like further details and/or pictures of my
heat and vent scheme.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Jeff Roberts
Subject: Europa-List: Safe Heating Sources.
--> Europa-List message posted by: Jeff Roberts <jeff@rmmm.net>
I know there has been discussion on this before but I would like to hear
about any cabin heat taken directly off the coolant radiators. Its tight
but I would think some of the air could be re-directed into a selection box.
What have others done?
Thanks in advance,
Jeff
Tri A258
Fitting cowling and plumbing.
Message 9
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| Subject: | Thruxton Drop of the Hat Fly In |
--> Europa-List message posted by: RMRRick@aol.com
Hi All
Once again the weather looks better for Thursday or Friday. I'll keep an eye
on the forecasts but earlier looks poor at the moment.
I've never flown in only gone round & round on the ground so lets hope they
do a nice cuppa and bacon butty.
Hope to see a few of you there.
Rick Morris
G-RIKS Trike
Message 10
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| Subject: | Re: Expanding brake fluid? |
--> Europa-List message posted by: "Robert Berube" <bberube@tampabay.rr.com>
Just a note regarding the Silicone brake fluid. We have used Dot 5 with the
new finger brake system for 4 years in the tri-gear and in the conventional
gear with Cleveland Brakes with never a problem. There may be technical
issues with it as there is with just about everything we do but I can tell
you that it works and so far has worked well.
All the best,
Bob Berube A166BB Conventional
Flight Crafters
----- Original Message -----
From: "ivor.phillips" <ivor.phillips@ntlworld.com>
Subject: Re: Europa-List: Expanding brake fluid?
> --> Europa-List message posted by: "ivor.phillips"
<ivor.phillips@ntlworld.com>
>
>
> ----- Original Message -----
> From: "Rob Housman" <RobH@hyperion-ef.com>
> To: <europa-list@matronics.com>
> Subject: RE: Europa-List: Expanding brake fluid?
>
>
> > --> Europa-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
> >
> > As you probably can guess, my choice was silicone brake fluid, for its
> clear
> > advantages. Most of your points are strictly academic, and apply more
to
> > automotive rather than aviation systems:
> >
> >
> Rob you are certainly entitled to your opinion, that's why this forum is
> such a great way to exchange ideas,
> But Automotive or aviation they are still braking systems,
> The latest finger brakes have a separate reservoir that is vented to
> atmosphere, This is the system i am using,
> There are no major motor manufacturer or brake supplier (lockheed,
> girling.bendix.ATE) that will indorse silicone,
> admittingly that's this side of the pond, It may be different your side,
>
> The irony is unless i can reseal either the callipers or master cylinder,
I
> will end up using silicone,
>
> But LIFE is a COMPROMISE!!!
>
> best regards
>
> Ivor phillips
>
>
Message 11
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| Subject: | Re: Safe Heating Sources. |
--> Europa-List message posted by: <ward.t@xtra.co.nz>
Jeff,
That is what I have set up.In Summer the air intake is through a hole in
the front bottom cowling opposite the hole for the Air Shroud (912S).
Directed by 2" scant tubing through the firewall via an on/off shut off flap
into a plenum chamber and distributed to 2 eyeball vents in the cabin as
well as a demist.
In winter, the scant tube is repositioned to behind the port radiator for
warm air. Have not tested it out yet, should be soon!!!!!famous last words
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8005
New Zealand.
Ph 0064 3 3515166
ward.t@xtra.co.nz
----- Original Message -----
From: "Jeff Roberts" <jeff@rmmm.net>
Subject: Europa-List: Safe Heating Sources.
> --> Europa-List message posted by: Jeff Roberts <jeff@rmmm.net>
>
> I know there has been discussion on this before but I would like to hear
> about any cabin heat taken directly off the coolant radiators. Its tight
> but I would think some of the air could be re-directed into a selection
box.
> What have others done?
>
> Thanks in advance,
>
> Jeff
> Tri A258
> Fitting cowling and plumbing.
>
>
Message 12
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| Subject: | Re: Safe Heating Sources. |
--> Europa-List message posted by: Jeff Roberts <jeff@rmmm.net>
on 1/12/04 8:40 PM, ward.t@xtra.co.nz at ward.t@xtra.co.nz wrote:
> --> Europa-List message posted by: <ward.t@xtra.co.nz>
>
> Jeff,
> That is what I have set up.In Summer the air intake is through a hole in
> the front bottom cowling opposite the hole for the Air Shroud (912S).
> Directed by 2" scant tubing through the firewall via an on/off shut off flap
> into a plenum chamber and distributed to 2 eyeball vents in the cabin as
> well as a demist.
> In winter, the scant tube is repositioned to behind the port radiator for
> warm air. Have not tested it out yet, should be soon!!!!!famous last words
> Tim Ward
> 12 Waiwetu Street,
> Fendalton,
> Christchurch, 8005
> New Zealand.
> Ph 0064 3 3515166
> ward.t@xtra.co.nz
> ----- Original Message -----
> From: "Jeff Roberts" <jeff@rmmm.net>
> To: "Matronics Lists" <europa-list@matronics.com>
> Subject: Europa-List: Safe Heating Sources.
>
>
>>
Thanks for the response guys. Looks like I was headed in the right
direction.
Jeff
A258
Do not archive.
>
>
>
>
>
>
Message 13
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| Subject: | Re: Safe Heating Sources. |
--> Europa-List message posted by: "Tim Ward" <ward.t@xtra.co.nz>
Jeff,
I shall report back with the outcome soon. My understanding is, that the
extra heat produced by the 912S, not a lot of heat is needed to make it
comfortable.
Summer ventilation is more of a problem, in particular, removing air from
the cabin to create a flow.
Cheers,
Tim
Tim Ward
12 Waiwetu Street,
Fendalton,
Christchurch, 8005
New Zealand.
Ph 0064 3 3515166
ward.t@xtra.co.nz
----- Original Message -----
From: "Jeff Roberts" <jeff@rmmm.net>
Subject: Re: Europa-List: Safe Heating Sources.
> --> Europa-List message posted by: Jeff Roberts <jeff@rmmm.net>
>
> on 1/12/04 8:40 PM, ward.t@xtra.co.nz at ward.t@xtra.co.nz wrote:
>
> > --> Europa-List message posted by: <ward.t@xtra.co.nz>
> >
> > Jeff,
> > That is what I have set up.In Summer the air intake is through a hole
in
> > the front bottom cowling opposite the hole for the Air Shroud (912S).
> > Directed by 2" scant tubing through the firewall via an on/off shut off
flap
> > into a plenum chamber and distributed to 2 eyeball vents in the cabin as
> > well as a demist.
> > In winter, the scant tube is repositioned to behind the port radiator
for
> > warm air. Have not tested it out yet, should be soon!!!!!famous last
words
> > Tim Ward
> > 12 Waiwetu Street,
> > Fendalton,
> > Christchurch, 8005
> > New Zealand.
> > Ph 0064 3 3515166
> > ward.t@xtra.co.nz
> > ----- Original Message -----
> > From: "Jeff Roberts" <jeff@rmmm.net>
> > To: "Matronics Lists" <europa-list@matronics.com>
> > Subject: Europa-List: Safe Heating Sources.
> >
> >
>
> >>
> Thanks for the response guys. Looks like I was headed in the right
> direction.
> Jeff
> A258
> Do not archive.
> >
> >
> >
> >
> >
> >
>
>
Message 14
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| Subject: | Manifold pressure gauge plumbing |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I just received the kit from Europa today to connect up my manifold pressure gauge.
I have just finished connecting it up and I must say for those who have
a need to penetrate the firewall this is the way to do it. The kit had everything
needed, it was quick to install and looks pretty neat.
Paul
Message 15
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--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Hello John
I would like to fool with the 914 software with my friends 914.
I tried to download it from your website and for sometime now it will not allow
me to download it.
What is easiest way for me to get a copy and fool with it??
Do you have the needed cable?
thx
Ron Parigoris
Message 16
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| Subject: | Engine monitoring Software 914 |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Hello John
I would like to fool with the 914 software with my friends 914.
I tried to download it from your website and for sometime now it will not allow
me to download it.
What is easiest way for me to get a copy and fool with it??
Do you have the needed cable?
thx
Ron Parigoris
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