Today's Message Index:
----------------------
1. 07:07 AM - Re: Gel Coat (TELEDYNMCS@aol.com)
2. 10:03 AM - Re: Benwick FM 1053 Fuel Flow Computer (nigel charles)
3. 11:06 AM - free workbench (Paul Boulet)
4. 11:53 AM - Re: Benwick FM 1053 Fuel Flow Computer (Carl & Dot)
5. 12:27 PM - Cleaning windows (Jac van Heeswijk)
6. 12:45 PM - Re: Benwick FM 1053 Fuel Flow Computer (Duncan McFadyean)
7. 01:02 PM - Re: Cleaning windows ()
8. 02:00 PM - Re: Cleaning windows (Tony Krzyzewski)
9. 03:09 PM - First few hours N378PJ (Paul McAllister)
10. 03:38 PM - Re: First few hours N378PJ (Kevin Klinefelter)
11. 03:39 PM - Re: Gel Coat (Rocketman)
12. 04:03 PM - Re: First few hours N378PJ ()
13. 04:03 PM - Re: First few hours N378PJ (Paul Boulet)
14. 04:26 PM - NACA vent placement (was Re: Gel Coat) (David DeFord)
15. 05:00 PM - Floscans "stand alone".....impossible it seems!! (Tony Renshaw)
16. 06:23 PM - Re: NACA vent placement (was Re: Gel Coat) (Rocketman)
17. 07:37 PM - [ Matt Dralle ] : New Email List Photo Share Available! (Email List Photo Shares)
18. 08:49 PM - Re: Gel Coat (DuaneFamly@aol.com)
19. 09:53 PM - Re: First few hours N378PJ (Michael Grass)
Message 1
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--> Europa-List message posted by: TELEDYNMCS@aol.com
In a message dated 5/30/2004 7:14:57 PM Eastern Daylight Time,
DuaneFamly@aol.com writes:
> For those that have recently finished their aircraft painting......what did
>
> you do about the gel coat that covers the wings and fuselage? Sand it off?
> Roughen it only?
Hi Mike,
This subject came up a while back and according to Neville, it isn't gel
coat, but rather expancel and resin used to fill the weave of the cloth.
Regards,
John Lawton
Dunlap, TN
A-245
Message 2
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| Subject: | Re: Benwick FM 1053 Fuel Flow Computer |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
Hi William
>I was unaware of this knowledge about Benwick, but I must say I have never
seen a drop in fuel pressure (sample point down stream of Benwick) at full
throttle (mine's the 912). <
You probably won't. However if you do the fuel flow check you are bleeding
off an extra 25% above your max fuel flow. The restriction will then cause
the pressure to drop just below the minimum (about 2.25psi if my memory
serves me correctly). Practically speaking your setup is OK provided you get
no contamination in the sender causing fuel starvation. This has happened at
least once
with the Benwick sender and I believe the PFA got close to banning fuel flow
senders. I am still surprised they allow use of the Benwick
sender.
>> Where can I buy a Flowscan sensor and are they
directly interchangeable, or do I have to throw the Benwick unit away?<
I bought mine direct from Floscan in Seattle (about $160 but money well
spent). I haven't got their contact details to hand. Try Google. If no joy
remind me in a couple of days time and I will look it up for you. The
Floscan is cast alloy and comes with 1/4" female NPT threads. Either
incorporate it into a rigid pipe system or buy a couple of adaptors to mate
with the 5/16" rubber hose.
Regards
Nigel
Message 3
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--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
Hi all;
my plane is finally finished...phew. I await the test pilot's schedule before
I start flying off the hours...hopefully in the next couple weeks.
Anyway I'm finished with a collapsible workbench I made for the project. The tabletop
measures 30 inches by 96 inches and has served me well.
I live in Malibu and work in Woodland Hills- you could pick it up at either place.
Paul Boulet, N914PB, 914 monowheel XS.
Cell phone: 310-963-0210; Home: 310-456-0210
Message 4
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| Subject: | Re: Benwick FM 1053 Fuel Flow Computer |
--> Europa-List message posted by: "Carl & Dot" <carl_p@ntlworld.com>
I have to disagree with those that say the Benwick system is a bad one. Many
people (including myself) have used them without problems. I am aware that
the restrictor is a potential hazard if it were to become blocked by a lump
of dirt but there shouldnt be lumps that size floating around any fuel
system. Fitting a small (sintered brass) filter just before the sensor will
eliminate any risk of such a blockage occurring.
The size of the restrictor may look small but I seem to recall that it is
larger than the shank end of a 1/16 in drill. If you have lumps of muck this
size in your fuel then you are bound to have problems sooner or later
whether you have a flowmeter in the line or not.
For the record our original fuel flow tests (with the sender in situ )
exceeded the maximum flow required by over 100%. On the rotax 912, 25
litres per hour (maximum flow) equates to 416 millilitres per minute. From
memory our fuel system was delivering in excess of 1200 millilitres per
minute (72 litres per hour). This was with both pumps working (ie:
electrical and mechanical),
and shutting down the electrical pump made very little difference to the
readings. We have a fuel pressure sensor on the carb side of the flowmeter
and never experience low pressure readings (ie: below 4psi).
The main filter in our system is incorporated in the gascolator - not an
Andair, but a flat steel gauze incorporated in the top of the gascolator
housing. As an
additional precaution, ALL fuel that we use is filtered through a gauze mesh
filter funnel (the type with the water trap) . Relying on the aircrafts
filters to keep the dirt out is IMHO taking an unnecessary risk.
If you are experiencing a drop in pressure in your fuel system I would look
elsewhere for the cause of the problem, possibly a clogged main fuel filter.
If the installation is new it is a real possibility due to the crud in the
tank.
The Benwick fuel flow sensor itself can be purchased from RS components.
Go to www.rsww.com and the part number is 256-225 (described as a
Liquid Flow Sensor Dual Range). Unfortunately the price has rocketed since I
last looked to 78 plus VAT. Used to be about 30 !!!
If you are simply looking to replace an existing sender, then I dont see the
point of replacing the whole system. If you are shopping around for a new
system than maybe the flowscan is a better bet (as long as you can get it
shipped to the UK without additional costs and taxes (ie: VAT).
If you have purchased a Benwick, dont throw it away. Properly installed
there is nothing wrong with it.
Hope this helps,
Carl P
G-LABS
----- Original Message -----
From: "nigel charles" <nigelcharles@tiscali.co.uk>
Subject: Re: Europa-List: Benwick FM 1053 Fuel Flow Computer
> --> Europa-List message posted by: "nigel charles"
<nigelcharles@tiscali.co.uk>
>
> Hi William
>
> >I was unaware of this knowledge about Benwick, but I must say I have
never
> seen a drop in fuel pressure (sample point down stream of Benwick) at full
> throttle (mine's the 912). <
>
> You probably won't. However if you do the fuel flow check you are bleeding
> off an extra 25% above your max fuel flow. The restriction will then cause
> the pressure to drop just below the minimum (about 2.25psi if my memory
> serves me correctly). Practically speaking your setup is OK provided you
get
> no contamination in the sender causing fuel starvation. This has happened
at
> least once
> with the Benwick sender and I believe the PFA got close to banning fuel
flow
> senders. I am still surprised they allow use of the Benwick
> sender.
>
> >> Where can I buy a Flowscan sensor and are they
> directly interchangeable, or do I have to throw the Benwick unit away?<
>
> I bought mine direct from Floscan in Seattle (about $160 but money well
> spent). I haven't got their contact details to hand. Try Google. If no joy
> remind me in a couple of days time and I will look it up for you. The
> Floscan is cast alloy and comes with 1/4" female NPT threads. Either
> incorporate it into a rigid pipe system or buy a couple of adaptors to
mate
> with the 5/16" rubber hose.
>
> Regards
>
> Nigel
>
>
Message 5
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| Subject: | Cleaning windows |
--> Europa-List message posted by: "Jac van Heeswijk" <jac.vanheeswijk@hetnet.nl>
The manual forbids us strictly to use acetone ( 'at all cost, even the apours of
it' ) on the perspex screens.
Does somebody know a way to remove the very thin remnants of Redux from the windows
after gluing them in.
I tried vinegar and that worked, but very hard. I'm sure there must be an easier
way.
Jack van Heeswijk (394)
Message 6
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| Subject: | Re: Benwick FM 1053 Fuel Flow Computer |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
You need also to review the report at
http://www.dft.gov.uk/stellent/groups/dft_avsafety/documents/page/dft_avsafe
ty_507739.hcsp
Duncan McF.
----- Original Message -----
From: "Carl & Dot" <carl_p@ntlworld.com>
Subject: Re: Europa-List: Benwick FM 1053 Fuel Flow Computer
> --> Europa-List message posted by: "Carl & Dot" <carl_p@ntlworld.com>
>
> I have to disagree with those that say the Benwick system is a bad one.
Many
> people (including myself) have used them without problems. I am aware that
> the restrictor is a potential hazard if it were to become blocked by a
lump
> of dirt but there shouldnt be lumps that size floating around any fuel
> system. Fitting a small (sintered brass) filter just before the sensor
will
> eliminate any risk of such a blockage occurring.
>
> The size of the restrictor may look small but I seem to recall that it is
> larger than the shank end of a 1/16 in drill. If you have lumps of muck
this
> size in your fuel then you are bound to have problems sooner or later
> whether you have a flowmeter in the line or not.
>
> For the record our original fuel flow tests (with the sender in situ )
> exceeded the maximum flow required by over 100%. On the rotax 912, 25
> litres per hour (maximum flow) equates to 416 millilitres per minute. From
> memory our fuel system was delivering in excess of 1200 millilitres per
> minute (72 litres per hour). This was with both pumps working (ie:
> electrical and mechanical),
> and shutting down the electrical pump made very little difference to the
> readings. We have a fuel pressure sensor on the carb side of the flowmeter
> and never experience low pressure readings (ie: below 4psi).
>
> The main filter in our system is incorporated in the gascolator - not an
> Andair, but a flat steel gauze incorporated in the top of the gascolator
> housing. As an
> additional precaution, ALL fuel that we use is filtered through a gauze
mesh
> filter funnel (the type with the water trap) . Relying on the aircrafts
> filters to keep the dirt out is IMHO taking an unnecessary risk.
>
> If you are experiencing a drop in pressure in your fuel system I would
look
> elsewhere for the cause of the problem, possibly a clogged main fuel
filter.
> If the installation is new it is a real possibility due to the crud in the
> tank.
>
> The Benwick fuel flow sensor itself can be purchased from RS components.
>
> Go to www.rsww.com and the part number is 256-225 (described as a
> Liquid Flow Sensor Dual Range). Unfortunately the price has rocketed since
I
> last looked to 78 plus VAT. Used to be about 30 !!!
>
> If you are simply looking to replace an existing sender, then I dont see
the
> point of replacing the whole system. If you are shopping around for a new
> system than maybe the flowscan is a better bet (as long as you can get it
> shipped to the UK without additional costs and taxes (ie: VAT).
>
> If you have purchased a Benwick, dont throw it away. Properly installed
> there is nothing wrong with it.
>
> Hope this helps,
>
> Carl P
> G-LABS
>
> ----- Original Message -----
> From: "nigel charles" <nigelcharles@tiscali.co.uk>
> To: <europa-list@matronics.com>
> Subject: Re: Europa-List: Benwick FM 1053 Fuel Flow Computer
>
>
> > --> Europa-List message posted by: "nigel charles"
> <nigelcharles@tiscali.co.uk>
> >
> > Hi William
> >
> > >I was unaware of this knowledge about Benwick, but I must say I have
> never
> > seen a drop in fuel pressure (sample point down stream of Benwick) at
full
> > throttle (mine's the 912). <
> >
> > You probably won't. However if you do the fuel flow check you are
bleeding
> > off an extra 25% above your max fuel flow. The restriction will then
cause
> > the pressure to drop just below the minimum (about 2.25psi if my memory
> > serves me correctly). Practically speaking your setup is OK provided you
> get
> > no contamination in the sender causing fuel starvation. This has
happened
> at
> > least once
> > with the Benwick sender and I believe the PFA got close to banning fuel
> flow
> > senders. I am still surprised they allow use of the Benwick
> > sender.
> >
> > >> Where can I buy a Flowscan sensor and are they
> > directly interchangeable, or do I have to throw the Benwick unit away?<
> >
> > I bought mine direct from Floscan in Seattle (about $160 but money well
> > spent). I haven't got their contact details to hand. Try Google. If no
joy
> > remind me in a couple of days time and I will look it up for you. The
> > Floscan is cast alloy and comes with 1/4" female NPT threads. Either
> > incorporate it into a rigid pipe system or buy a couple of adaptors to
> mate
> > with the 5/16" rubber hose.
> >
> > Regards
> >
> > Nigel
> >
> >
>
>
Message 7
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| Subject: | Cleaning windows |
--> Europa-List message posted by: <beecho@beecho.org>
I think someone (Tony K?) said that citrus cleaning agents work well.
Tom Friedland
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jac van
Heeswijk
Subject: Europa-List: Cleaning windows
--> Europa-List message posted by: "Jac van Heeswijk"
<jac.vanheeswijk@hetnet.nl>
The manual forbids us strictly to use acetone ( 'at all cost, even the
apours of it' ) on the perspex screens.
Does somebody know a way to remove the very thin remnants of Redux from
the windows after gluing them in.
I tried vinegar and that worked, but very hard. I'm sure there must be
an easier way.
Jack van Heeswijk (394)
==
==
==
==
Message 8
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| Subject: | Cleaning windows |
--> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon.co.nz>
--> Europa-List message posted by: <beecho@beecho.org>
>> I think someone (Tony K?) said that citrus cleaning agents work well.
It does, but only when the redux hasn't set!
Tony
Message 9
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| Subject: | First few hours N378PJ |
--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I have flown a total of 6.5 hours this week and so far so good. I have been particularly
concerned about a fuel blockage so I took the gascolator bowl off after
a couple of hours. There was some sediment in the bowl but nothing stuck
to the screen. Previous to flying I cycled the entire tank full through a filter
twice and it seems like I might have got the bulk of it.
The aircraft is an absolute delight to fly, it is everything Europa said it would
be. It fly's hands off and seems to stall straight ahead, although I haven't
tried it with the flaps / gear down yet and based on Graham Singletons mishap
I have decided to fit some stall strips. The only adjustment I might have
to make is to the C of G, it seems further forward than my calculations would
suggest. . Take offs are quick, I operate off a 5000' runway and I can be at
pattern altitude by the time I get to the end of the runway. I haven't tried
it with the prop set to takeoff pitch and kicking in the turbo charger, I suspect
that it would climb like a scolded cat. The local grass strip is too wet
at the moment so I have been working of pavement. Its a bit of a handful and
I don't fly if there is more than 20 degrees of cross wind component. I will
have to work up to cross wind landings very slowly.
I haven't finished my ASI calibrations yet, but it is shaping up to being good
for 135 knots TAS without the speed kit on. I took it up to 10,000 feet to check
the turbo charger waste gate adjustments to check to ensure it would hold
34". A very rough speed check indicated a 160 knot TAS.
I am wondering what to do about my WEB site ( http://europa363.versadev.com/ ) . Are folks interested in me writing up my test flying ?, and possibly a trip diary? I be interested in some feed back on this.
Paul
Message 10
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| Subject: | First few hours N378PJ |
--> Europa-List message posted by: "Kevin Klinefelter" <kevann@gte.net>
Paul,
I want to hear everything about every flight! I am sanding, priming,
sanding. The news of your flights and performance testing is truly
inspirational. Please keep posting on your web site.
Kevin, N211KA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Paul McAllister
Subject: Europa-List: First few hours N378PJ
--> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
Hi all,
I have flown a total of 6.5 hours this week and so far so good. I have been
particularly concerned about a fuel blockage so I took the gascolator bowl
off after a couple of hours. There was some sediment in the bowl but
nothing stuck to the screen. Previous to flying I cycled the entire tank
full through a filter twice and it seems like I might have got the bulk of
it.
The aircraft is an absolute delight to fly, it is everything Europa said it
would be. It fly's hands off and seems to stall straight ahead, although I
haven't tried it with the flaps / gear down yet and based on Graham
Singletons mishap I have decided to fit some stall strips. The only
adjustment I might have to make is to the C of G, it seems further forward
than my calculations would suggest. . Take offs are quick, I operate off a
5000' runway and I can be at pattern altitude by the time I get to the end
of the runway. I haven't tried it with the prop set to takeoff pitch and
kicking in the turbo charger, I suspect that it would climb like a scolded
cat. The local grass strip is too wet at the moment so I have been working
of pavement. Its a bit of a handful and I don't fly if there is more than
20 degrees of cross wind component. I will have to work up to cross wind
landings very slowly.
I haven't finished my ASI calibrations yet, but it is shaping up to being
good for 135 knots TAS without the speed kit on. I took it up to 10,000
feet to check the turbo charger waste gate adjustments to check to ensure it
would hold 34". A very rough speed check indicated a 160 knot TAS.
I am wondering what to do about my WEB site
( http://europa363.versadev.com/ ) . Are folks interested in me writing up
my test flying ?, and possibly a trip diary? I be interested in some feed
back on this.
Paul
Message 11
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--> Europa-List message posted by: Rocketman <topglock@cox.net>
DuaneFamly@aol.com wrote:
>--> Europa-List message posted by: DuaneFamly@aol.com
>
>Good Day All,
>
>For those that have recently finished their aircraft painting......what did
>you do about the gel coat that covers the wings and fuselage? Sand it off?
>Roughen it only?
>
>Not near that point but inquiring minds, you know.
>
>Also, is anyone else having to wait months to receive parts from Europa? I'm
>going on thirteen weeks for the electric flap actuator for the Mod 68. It
>seems a bit long.
>
>
Mike,
I'll be sanding the surface and filling the little dings that exist,
then applying a two part primer (DR-80) from RM paints. This stuff has
done a fantastic job on the control surfaces. Once I'm satisfied that
the surface is good, I'll sand most of the primer back off, creating a
very smooth surface for the two stage paint system.
To address the second part of your question, I too have been waiting for
parts. My tri-gear conversion was ordered in March and scheduled for
delivery in May. Latest word from Lakeland is the third week of June.
Wish those guys would get things moving... ;)
Now for a question of my own. I'm considering where I should put the
NACA vent that will feed the eyeball vents that I'm installing in the
overhead panel. I have a fairly large vent with a 2" opening for the
feed tubing. Would the intake be effective if installed somewhere in
the vicinity of the battery, starboard side, behind the luggage tray,
just above flap level, or maybe even below flap level? Would it be
possible to locate it underneath the fuselage?
Jeff - A055
Cockpit module in. Waiting on nose gear mount to finish rudder pedals
and cables. Control surfaces get paint next week. Wings ready to
close. Beginning work on overhead panel.
Builders Log: http://www.N55XS.com
Message 12
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| Subject: | Re: First few hours N378PJ |
--> Europa-List message posted by: <n914rb@earthlink.net>
Paul,
I reference your site all the time, so don't take it down! Plenty of photos
and flight reports will also keep us builders going... and going....and
going....
Thanks,
Dan Bish
A144
Tucson, AZ
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: Europa-List: First few hours N378PJ
> --> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
>
> Hi all,
>
> I have flown a total of 6.5 hours this week and so far so good. I have
been particularly concerned about a fuel blockage so I took the gascolator
bowl off after a couple of hours. There was some sediment in the bowl but
nothing stuck to the screen. Previous to flying I cycled the entire tank
full through a filter twice and it seems like I might have got the bulk of
it.
>
> The aircraft is an absolute delight to fly, it is everything Europa said
it would be. It fly's hands off and seems to stall straight ahead, although
I haven't tried it with the flaps / gear down yet and based on Graham
Singletons mishap I have decided to fit some stall strips. The only
adjustment I might have to make is to the C of G, it seems further forward
than my calculations would suggest. . Take offs are quick, I operate off a
5000' runway and I can be at pattern altitude by the time I get to the end
of the runway. I haven't tried it with the prop set to takeoff pitch and
kicking in the turbo charger, I suspect that it would climb like a scolded
cat. The local grass strip is too wet at the moment so I have been working
of pavement. Its a bit of a handful and I don't fly if there is more than
20 degrees of cross wind component. I will have to work up to cross wind
landings very slowly.
>
> I haven't finished my ASI calibrations yet, but it is shaping up to being
good for 135 knots TAS without the speed kit on. I took it up to 10,000
feet to check the turbo charger waste gate adjustments to check to ensure it
would hold 34". A very rough speed check indicated a 160 knot TAS.
>
> I am wondering what to do about my WEB site (
http://europa363.versadev.com/ ) . Are folks interested in me writing up my
test flying ?, and possibly a trip diary? I be interested in some feed back
on this.
>
> Paul
>
>
Message 13
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| Subject: | First few hours N378PJ |
--> Europa-List message posted by: Paul Boulet <possibletodo@yahoo.com>
Paul I wish I was a technically proficient when it came to building a web site.
Like others, I'd like to hear about the post build flight testing, problems
you encounter and stuff like that. Hope to be joining you in the skies next month....
any chance you'll make OshKosh this year?
Paul Boulet, N914PB
Kevin Klinefelter <kevann@gte.net> wrote:
--> Europa-List message posted by: "Kevin Klinefelter"
Paul,
I want to hear everything about every flight! I am sanding, priming,
sanding. The news of your flights and performance testing is truly
inspirational. Please keep posting on your web site.
Kevin, N211KA
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Paul McAllister
Subject: Europa-List: First few hours N378PJ
--> Europa-List message posted by: "Paul McAllister"
Hi all,
I have flown a total of 6.5 hours this week and so far so good. I have been
particularly concerned about a fuel blockage so I took the gascolator bowl
off after a couple of hours. There was some sediment in the bowl but
nothing stuck to the screen. Previous to flying I cycled the entire tank
full through a filter twice and it seems like I might have got the bulk of
it.
The aircraft is an absolute delight to fly, it is everything Europa said it
would be. It fly's hands off and seems to stall straight ahead, although I
haven't tried it with the flaps / gear down yet and based on Graham
Singletons mishap I have decided to fit some stall strips. The only
adjustment I might have to make is to the C of G, it seems further forward
than my calculations would suggest. . Take offs are quick, I operate off a
5000' runway and I can be at pattern altitude by the time I get to the end
of the runway. I haven't tried it with the prop set to takeoff pitch and
kicking in the turbo charger, I suspect that it would climb like a scolded
cat. The local grass strip is too wet at the moment so I have been working
of pavement. Its a bit of a handful and I don't fly if there is more than
20 degrees of cross wind component. I will have to work up to cross wind
landings very slowly.
I haven't finished my ASI calibrations yet, but it is shaping up to being
good for 135 knots TAS without the speed kit on. I took it up to 10,000
feet to check the turbo charger waste gate adjustments to check to ensure it
would hold 34". A very rough speed check indicated a 160 knot TAS.
I am wondering what to do about my WEB site
( http://europa363.versadev.com/ ) . Are folks interested in me writing up
my test flying ?, and possibly a trip diary? I be interested in some feed
back on this.
Paul
Message 14
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--> Europa-List message posted by: "David DeFord" <davedeford@comcast.net>
> Now for a question of my own. I'm considering where I should put the
> NACA vent that will feed the eyeball vents that I'm installing in the
> overhead panel. I have a fairly large vent with a 2" opening for the
> feed tubing. Would the intake be effective if installed somewhere in
> the vicinity of the battery, starboard side, behind the luggage tray,
> just above flap level, or maybe even below flap level? Would it be
> possible to locate it underneath the fuselage?
>
> Jeff - A055
Jeff,
I would avoid any location below the wings. We had a persistent problem
with carbon monoxide in N135TD, and one of the sources turned out to be
exhaust gas that entered the rear fuselage through the flap drive slots.
Even though the air leaking from the tail cone into the cockpit was diluted
by a much larger intake from our fresh air vents, we still saw about 30
parts per million of CO from this source. I suspect that the level would be
much higher, if your primary ventilation source were picking up air that
contained exhaust emissions. It might be okay if you kept the inlet on the
opposite side from the exhaust, but I would make careful measurements in any
case. Air pressure is likely to be lower on the aft fuselage surfaces, so a
more forward location may give better air flow as well.
Dave DeFord
N135TD (flying, 320 hours)
Message 15
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| Subject: | Floscans "stand alone".....impossible it seems!! |
--> Europa-List message posted by: Tony Renshaw <tonyrenshaw@optusnet.com.au>
Gidday,
I know from my enquiries that it is near impossible to get a Floscan out of
Floscan! The only suitable model is called a 264PB-15 and if you tell them
it is for a plane, forget it. So, don't tell them that, but it seems this
range is very limited and mostly sold to the likes of Blue Mountains, and
Rocky Mountains Instruments.
Reg
Tony Renshaw
Sydney Australia
Read this to hopefully clarify:
Fluctuating Fuel Flow Indications:
My Grand Rapids EIS-4000 engine monitor (which uses the standard FloScan
201 fuel flow transducer) has indicated fluctuating fuel flow since I began
using it (40 hours total on aircraft). In flight (or when running the
engine on the ground), I'd see flow rates that vary by up to +- 0.5 gph in
just a few seconds. (I have an O-360 A1A, carbeurated). My fuel system is:
tank - filter - L/R valve - floscan - Facet pump - gascolator - engine fuel
pump - carb. Grand Rapids was happy to send me a new floscan transducer,
but it didn't help, nor did moving the transducer to a location between the
gascolator and the engine fuel pump.
In addition, when the Facet fuel pump was on, the indicated flow rate
jumped up at least 1 gph.
I spent the weekend trying different transducer locations, then I called
FloScan on Monday (FloScan provides transducers to most of the fuel flow
and engine monitor manufacturers). It turns out the diaphram pump on the
engine (and the Facet pump) produce pulses that travel back down the fuel
tube to the FloScan transducer's turbine. The pulses cause the turbine to
momentarily stutter or turn back just a bit. This causes the FloScan to
generate more pulses than it should, indicating an incorrectly high fuel
flow. The random interaction between the pulses and the normal fuel flow
caused my fluctuating flow rate indications.
FloScan recommended two possible solutions. Rather than using the 201
transducer, they make a 264 transducer, with an internal dampening
diaphram. But they won't sell to individuals, just avionics companies. The
other alternative is a pulse absorber, which is just a 1.5" metal sphere
inserted in the fuel line between the transducer and the fuel pump(s). Air
trapped in the sphere compresses when the pulses come along, absorbing the
pulses so they don't screw up the transducer. They won't sell the sphere
for aviation use, however, only for boats. Instead of the $30 metal sphere,
I tried a $3 Fram G-3 fuel filter. It's about 1.5" diameter, comes with
3/8" ID hose to mate with -6 aluminum fuel lines, and is transparent (so
you can be sure there is air trapped in the filter housing).
Problem solved. When flying in level flight, the fuel flow indication is
now steady. When I turn on the fuel pump the flow rate initially surges as
the pump pulls fuel from the filter, but the flow rate then returns to
normal as the flow stabilizes.
Another problem licked!
Message 16
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--> Europa-List message posted by: Rocketman <topglock@cox.net>
David DeFord wrote:
>--> Europa-List message posted by: "David DeFord" <davedeford@comcast.net>
>
>
>
>>Now for a question of my own. I'm considering where I should put the
>>NACA vent that will feed the eyeball vents that I'm installing in the
>>overhead panel. I have a fairly large vent with a 2" opening for the
>>feed tubing. Would the intake be effective if installed somewhere in
>>the vicinity of the battery, starboard side, behind the luggage tray,
>>just above flap level, or maybe even below flap level? Would it be
>>possible to locate it underneath the fuselage?
>>
>>Jeff - A055
>>
>>
>
>Jeff,
>
>I would avoid any location below the wings. We had a persistent problem
>with carbon monoxide in N135TD, and one of the sources turned out to be
>exhaust gas that entered the rear fuselage through the flap drive slots.
>Even though the air leaking from the tail cone into the cockpit was diluted
>by a much larger intake from our fresh air vents, we still saw about 30
>parts per million of CO from this source. I suspect that the level would be
>much higher, if your primary ventilation source were picking up air that
>contained exhaust emissions. It might be okay if you kept the inlet on the
>opposite side from the exhaust, but I would make careful measurements in any
>case. Air pressure is likely to be lower on the aft fuselage surfaces, so a
>more forward location may give better air flow as well.
>
>Dave DeFord
>N135TD (flying, 320 hours)
>
>
>
>
Dave,
Thanks for the information. I considered the exhaust gas problem, but
assumed that it would not be a problem on the lower starboard side of
the fuselage, due to the prop wash lifting it upward. I also assumed
that the lower fuselage, being fairly flat would give a good airflow
through the vent. Anyone have any experience with vent inlets in these
positions? Would it be possible for someone, with a running Europa, to
make a few CO2 measurements in the areas I'm talking about? Any
assistance would be greatly appreciated...
Jeff - A055
Builders Log: http://www.N55XS.com
Message 17
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| Subject: | [ Matt Dralle ] : New Email List Photo Share Available! |
--> Europa-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Matt Dralle <dralle@matronics.com>
Subject: WWII Bombers at Livermore California - May 31 2004
http://www.matronics.com/photoshare/dralle@matronics.com.05.31.2004/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
Message 18
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--> Europa-List message posted by: DuaneFamly@aol.com
In a message dated 5/31/2004 3:40:16 PM Pacific Standard Time,
topglock@cox.net writes:
Now for a question of my own. I'm considering where I should put the
NACA vent that will feed the eyeball vents that I'm installing in the
overhead panel. I have a fairly large vent with a 2" opening for the
feed tubing. Would the intake be effective if installed somewhere in
the vicinity of the battery, starboard side, behind the luggage tray,
just above flap level, or maybe even below flap level? Would it be
possible to locate it underneath the fuselage?
Hey Jeff,
I will be placing a NACA vent intake in the tail, just behind the rear
bulkhead and below the lowest rib. Then I will use 2" scat tubing to feed a channel
(1"X4") formed around a wooden board, removed, then epoxied to the top of the
fuselage to feed two eyeball vents in the center overhead console. I got this
idea from Bob Berube at FlightCrafters in Florida. I'll send you a couple of
pix directly. I also have a NACA vent on each side of the aircraft just forward
of the doors below the windscreen feeding two other eyeball vents. I hope
this helps.
Mike Duane A207
Redding, California
XS Conventional Gear
CM & rudder pedals with cables installed. Tailwheel complete. Wing pins and
tie bar installed. Working on baggage bay. Conventional gear being assembled
now.
Waiting thirteen weeks now for Mod 68 Flap Actuator to ship.
Message 19
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| Subject: | Re: First few hours N378PJ |
--> Europa-List message posted by: "Michael Grass" <M.Grass@comcast.net>
Hi Paul,
I am much further behind then Kevin, but I could not make a better
statement. Please keep your website going with your test flights etc.
Michael Grass
A266 Trigear
Working on the cockpit module
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: Europa-List: First few hours N378PJ
> --> Europa-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
>
> Hi all,
> I am wondering what to do about my WEB site (
http://europa363.versadev.com/ ) . Are folks interested in me writing up my
test flying ?, and possibly a trip diary? I be interested in some feed back
on this.
>
> Paul
>
>
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