Today's Message Index:
----------------------
1. 01:39 AM - Re: Navigatin lighting (rlborger)
2. 09:00 AM - Strobes (John & Paddy Wigney)
3. 09:37 AM - First flight (well, almost) (Paul Boulet)
4. 12:11 PM - Re: First flight (well, almost) (Kevin Klinefelter)
5. 02:11 PM - Cruise power setting (Hans - Peter Reusser)
6. 03:11 PM - batlur (Hans - Peter Reusser)
7. 07:17 PM - Re: Transponder Testing (irampil@notes.cc.sunysb.edu)
8. 07:36 PM - Re: Transponder Testing (n3eu@comcast.net)
9. 09:49 PM - Re: Transponder Testing (n3eu@comcast.net)
Message 1
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| Subject: | Re: Navigatin lighting |
--> Europa-List message posted by: rlborger <rlborger@mac.com>
Ken:
If you don't have a copy of the Aircraft Spruce & Speciality Catalog, I
recommend you get one. They are free, just go to the ACS website
(http://www.aircraftspruce.com) and order from their front page. The
catalog is an excellent storehouse of knowledge. For instance, there
is a section on aircraft lighting describing the configurations
necessary to meet VFR day/night and IFR requirements.
> I would like to know what is required lighting in U.S. for night VFR
and later
> possibly IFR. Is wing lighting with colored front, strobe center, and
white at
> rear of same fixture adequate? If not please give lights and specific
locations.
> I would like to keep wiring to rear of fuselage to a minimum. I
intend to
> run wing tip wiring through a conduit since this is a composite
airframe Any other
> thoughts or suggestions are appreciated.
>
> Ken Gresham
> Europa Kit # A268 Rigging wings
Good building,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, 914, Airmaster C/S
(60%) tail kit done, wings closed, cockpit module installed, pitch
system in, landing gear frame in, rudder system in, working chapters 23
Fuselage Top, 24 Instrument Panel & 25 Electrical.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
Message 2
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--> Europa-List message posted by: John & Paddy Wigney <johnwigney@worldnet.att.net>
<<<<<<Europa-List message posted by: "Kenneth Gresham" <kgresham@mtco.com>
I would like to know what is required lighting in U.S. for night VFR and
later possibly IFR. Is wing lighting with colored front, strobe center, and
white at rear of same fixture adequate? If not please give lights and
specific locations. I would like to keep wiring to rear of fuselage to a
minimum. I intend to run wing tip wiring through a conduit since this is a
composite airframe Any other thoughts or suggestions are appreciated.
Ken Gresham Europa Kit # A268 Rigging wings>>>>>>
Hi Ken,
Whelen's on line catalog at http://www.whelen.com/nondynmc/Aviation/aviationcat.htm has some helpful info on strobe and lighting requirements.
Cheers, John
N262WF
Message 3
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| Subject: | First flight (well, almost) |
--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
Hi All;
I thought you'd be interested in my tale of first flight... this one was unsuccessful
which I have not seen reported before.
I arrived at Phoenix, Arizona with Kim Prout (West Coast distributor) for an inspection
prior to flight. We found several errors which we spent the next three
days correcting. Items were as follows:
1. A lot of trimming of the rear of the wings was required so that the ailerons
would hit their full left and right stops. Then of course we had to adjust
the linkage to keep the travel within specs.
2. We had to adjust the flaps for full deflection- they were just a couple degrees
off but that was enough so that when the came down the outriggers did not
fully deploy which left them as a hazard to retraction
3. center of gravity was too far forward- altho within limits it was at the upper
range of limits. The plane is quite heavy at 893 pounds without paint and
upholstery. I have the 914 engine, the B&C Alternator and a full panel of avionics.
It killed me to add another 10 pounds just in front of the tailspring
4. The rudder pedals were sticking or hanging up somewhere still to be solved...
required very heavy forces to move them
5. The leading edge of the wings had primer rolled onto them which Kim said was
too rough... spent an hour or two sanding them smooth with wet sand 320 grit
6. The oil return line was not heat shielded and only an inch or so away from
the exhaust
7. The ailerons were not balanced well enough and more lead had to be drilled
from the counterbalances
8. The biggest trouble we had was the Grand Rapids EIS (Engine Info. System).
We could not get it to read accurately... jumped from screen to screen. We tested
for proper grounding in several areas and ways... also replaced the presssure
transducer... also contacted Grand Rapids. They were very helpful but many
hours later we still could not get confidence in any of the readings. Grand
Rapids is shipping us a new one which we'll install later this week. In the
meantime Kim and I had to get back to California so first flight will wait another
few weeks or more.....sigh
Thanks to everyone's support in helping me realize this dream
Paul Boulet, N914PB
Malibu, CA
Message 4
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| Subject: | First flight (well, almost) |
--> Europa-List message posted by: "Kevin Klinefelter" <kevann@gte.net>
Hi Paul,
Congratulations, almost. Thanks for posting your list of things that needed
work. I have a couple questions.
With regards to the Weight & Balance, where do you have the battery mounted?
And which B&C alternator do you have?
I am very excited to see how close to flying you are. We got our kits on the
same day, but I am what seems like miles behind you.
Kevin
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Paul Boulet
Subject: Europa-List: First flight (well, almost)
--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
Hi All;
I thought you'd be interested in my tale of first flight... this one was
unsuccessful which I have not seen reported before.
I arrived at Phoenix, Arizona with Kim Prout (West Coast distributor) for an
inspection prior to flight. We found several errors which we spent the next
three days correcting. Items were as follows:
1. A lot of trimming of the rear of the wings was required so that the
ailerons would hit their full left and right stops. Then of course we had
to adjust the linkage to keep the travel within specs.
2. We had to adjust the flaps for full deflection- they were just a couple
degrees off but that was enough so that when the came down the outriggers
did not fully deploy which left them as a hazard to retraction
3. center of gravity was too far forward- altho within limits it was at the
upper range of limits. The plane is quite heavy at 893 pounds without paint
and upholstery. I have the 914 engine, the B&C Alternator and a full panel
of avionics. It killed me to add another 10 pounds just in front of the
tailspring
4. The rudder pedals were sticking or hanging up somewhere still to be
solved... required very heavy forces to move them
5. The leading edge of the wings had primer rolled onto them which Kim said
was too rough... spent an hour or two sanding them smooth with wet sand 320
grit
6. The oil return line was not heat shielded and only an inch or so away
from the exhaust
7. The ailerons were not balanced well enough and more lead had to be
drilled from the counterbalances
8. The biggest trouble we had was the Grand Rapids EIS (Engine Info.
System). We could not get it to read accurately... jumped from screen to
screen. We tested for proper grounding in several areas and ways... also
replaced the presssure transducer... also contacted Grand Rapids. They were
very helpful but many hours later we still could not get confidence in any
of the readings. Grand Rapids is shipping us a new one which we'll install
later this week. In the meantime Kim and I had to get back to California so
first flight will wait another few weeks or more.....sigh
Thanks to everyone's support in helping me realize this dream
Paul Boulet, N914PB
Malibu, CA
Message 5
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| Subject: | Cruise power setting |
--> Europa-List message posted by: "Hans - Peter Reusser" <hpreusser@tiscalinet.ch>
Hello
I am doing some prelimenary planning of the elektrical system and am
interested in the typical cruise power RPM setting for the Rotax 914 engine
with an airmaster CS prop.
I need this to evaluate the power output of an alternator mounted to the
vacum pump drive of the engine.
Thank you for your help.
Hans-Peter #498 XS
On closing the wings.
*****************************************************************
Hans-Peter und Christa Reusser Tel: +41 (33) 654 00 24
Spiezbergstr. 13 Fax: +41 (33) 654 30 21
3700 Spiez E-mail: hpreusser@tiscalinet.ch
*****************************************************************
Message 6
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--> Europa-List message posted by: "Hans - Peter Reusser" <hpreusser@tiscalinet.ch>
-----Ursprngliche Nachricht-----
Von: Europa-Forum [mailto:europa-list@matronics.com]
Gesendet: Samstag, 7. Februar 2004 23:58
An: Hans - Peter Reusser
Betreff: Re: Europa-List: Cruise power setting
Wichtigkeit: Hoch
Your email message was temporarily blocked by my spam
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--> Europa-List message posted by: "Hans - Peter Reusser"
<hpreusser@tiscalinet.ch>
Hello
I am doing some prelimenary planning of the elektrical system and am
interested in the typical cruise power RPM setting for the Rotax 914 engine
with an airmaster CS prop.
I need this to evaluate the power output of an alternator mounted to the
vacum pump drive of the engine.
Thank you for your help.
Hans-Peter #498 XS
On closing the wings.
*****************************************************************
Hans-Peter und Christa Reusser Tel: +41 (33) 654 00 24
Spiezbergstr. 13 Fax: +41 (33) 654 30 21
3700 Spiez E-mail: hpreusser@tiscalinet.ch
*****************************************************************
ovar
Message 7
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| Subject: | Re: Transponder Testing |
02/07/2004 10:14:56 PM,
Serialize complete at 02/07/2004 10:14:56 PM
--> Europa-List message posted by: irampil@notes.cc.sunysb.edu
--> Europa-List message posted by: MJKTuck@cs.com
Hi Folks,
I'm still trying to find a way of testing my transponder (and Mode C)
without
having to pull the panel to take it into the radio shop and have them test
it.
Where are the definitions of what constitutes a 'test'? Obviously it's
more
than just calling up ATC and asking them if they 'can see me' and have
them
confirm your altitude (or is it?).
In the US, all a/c flying class B,C airspace or IFR requires a
certificated biannual calibration of transponder encoder.
This requires a trip to an avionics shop, or a "house call" by the
avionics technician.
The test in no way requires pulling the equipment.
A test box is attached to your pitot and static probes (or elsewhere to
the tubing) and set
to generate a set of pressures. They check for leak and for calibration.
They check to see
what your transponder is sending as altitude. They then stamp your
airframe logbook
and date it.
My recent venture to MAC Avionics at Lakeland cost me $225 but we spent
over two
hours playing with and calibrating my EFIS system.
Ira N224XS (now officially airworthy!!!)
Message 8
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| Subject: | Re: Transponder Testing |
--> Europa-List message posted by: n3eu@comcast.net
Martin Tuck wrote:
> Where are the definitions of what constitutes a 'test'? Obviously
> it's more than just calling up ATC and asking them if they 'can
> see me' and have them confirm your altitude (or is it?).
Actually yes, just like in the famous cell phone commercial - can you hear me now?
Narco says go 50nm from an approach control facility at 6,000 feet, contact
ATC, and fly a lazy flat circle. No more than two dropouts (nonreplies) flying
the circle, which ATC should be requested to tell you about. This tests
radiation pattern of the antenna. That's for a 250W xpondr, so maybe 43nm for
a 200W box. A calculator spreadsheet I have suggests there could be dropouts
at that distance based on minimum specs, but practical exp has been not necessarily
so.
> Does my repairman certificate allow me to do the testing?
Nope. Every two years (and arguably before FAA's airworthiness inspection) the
thing has to be tested "as installed." All shops have portable equipment to do
so. Some technicians will come to your house even, but not to an airport with
an avionics shop unless with an armed guard. A few prefer cash. :-)
> How about fitting one of those ATD-300 Traffic Watch/Alerts?
I'm very happy with my ATD-200, but the ATD-300 should arrive soon. Should be
a good product, now that it can analyze other planes' Mode C stuff.
Regards,
Fred F.
Message 9
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| Subject: | Re: Transponder Testing |
--> Europa-List message posted by: n3eu@comcast.net
Ira wrote:
> A test box is attached to your pitot and static probes (or elsewhere
> to the tubing) and set to generate a set of pressures. They check for
> leak and for calibration.
Maybe more than minor point, but only for IFR do they have to check for leaks.
They can't take the encoder/altimeter to 20,000' at the static port. So they
break in for that, then only for IFR do they then button up and check for leaks
at the static port.
I watched one avionics guy do that, and he groused that this damn plane's static
got the worst leak he's ever seen in his life. While he's screwing around looking
for it, I spotted part of a nylon T-connector on the floor of the cabin
where he broke into the line. At the money they get for this, it's hard to be
too polite, but I tried to gently suggest that this here little thingy will
probably fix it. Did I get a dirty look.
Wild also was the way he checked Mode C was to connect an oscilloscope on wheels
to a kludged xpondr bench checker, and manually compare the green Gray code
pulses to these 3x5 index card templates he made up for each altitude he tests.
At whatever hourly rate I'm paying, I couldn't resist staring in amazement.
That was Marty years ago, and he's retired and just cuts grass at the airport part
time. Still never says hello, but lore has it he's worse since he flunked
an audition for the movie Grumpy Old Men.
Regards,
Fred F.
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