Today's Message Index:
----------------------
1. 02:05 AM - Re: Classic stainless exhaust & engine ring mount (nigel charles)
2. 04:28 AM - Re: Europa-List Digest: 20 Msgs - 12/10/04 (Graham Singleton)
3. 08:52 AM - Flight Time (Dww0708@aol.com)
4. 09:11 AM - Re: Flight Time (David Simenauer)
5. 09:17 AM - Trial Fitting Cockpit Module (David Simenauer)
6. 09:26 AM - New Micro-air Avionics tranceiver fitted. (Alan Stewart)
7. 09:38 AM - Re: Calculating Maintenance Time (Fred Fillinger)
8. 10:12 AM - Bonding on top (Ken Gresham)
9. 11:00 AM - Time - a diversion (Fergus Kyle)
10. 01:11 PM - Re: Trial Fitting Cockpit Module (josok)
11. 02:01 PM - Re: Bonding on top (DuaneFamly@aol.com)
12. 02:27 PM - Re: Bonding on top (N55XS)
13. 02:33 PM - Re: Bonding on top (N55XS)
14. 02:35 PM - Re: Calculating Maintenance Time (N55XS)
15. 07:45 PM - Tube dimensions (Paul McAllister)
16. 07:49 PM - Bolt lenghts (Paul McAllister)
17. 08:37 PM - Season's Greetings (Cliff Shaw)
18. 09:03 PM - Season's Greetomgs (Cliff Shaw)
19. 10:26 PM - Re: New Micro-air Avionics tranceiver fitted. (Fred Fillinger)
Message 1
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Subject: | Classic stainless exhaust & engine ring mount |
--> Europa-List message posted by: "nigel charles" <nigelcharles@tiscali.co.uk>
Hi Pete
>Nigel just a thought as I hit the button. It does have a heater muff on
it doesn't it.<
Sorry I cut it off to save weight. However it would be cheap and easy to
have another put on. Chris Piper (who makes them down at Tiverton) would
help you out I am sure.
Regards
Nigel
Message 2
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Subject: | Re: Europa-List Digest: 20 Msgs - 12/10/04 |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
At 23:56 10/12/2004 -0800, you wrote:
>Shoulder Harness - A Suggestion
>Hi All,
>
>How about fitting a 1" Dia tube, bent like an inverted and flattened "U",
> over each headrest ( like a miniature Roll Over Bar ) , that pivots about
>the front top edge of the seat back and on either side of the head rest?
>The height would be such that the horizontal top of it was about 1" above
>shoulder height. It would fold back to the horizontal to allow you to sit
>on the headrest while getting in and out, as usual.
Ted Gladstone
Nice one Ted!
That would do it. Typically well thought out innovation that one has come
to expect from you!
What about anchoring the straps to this then have fixed straps to transfer
the loads back to the fuselage?
Have you got clearance on the door strut mod yet?
Graham
Message 3
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--> Europa-List message posted by: Dww0708@aol.com
Flight Time ( TOTAL TIME ) the time from wheels leave the ground till
wheels touch down. That would make a point for the weight on wheels type hobbs
meter. I wouldnot calculate my fuel burn on flight time.
Message 4
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--> Europa-List message posted by: "David Simenauer" <dsimenauer@cox.net>
Not sure what this post means but the flight time that you put in your log
book (at least in the US) starts at the time the aircraft begins moving for
the purpose of flight (taxiing to the hangar for service is not flight time)
until it comes to a final stop. This is duration of time. The time given in
this post is time in service which is what is counted for maintenance and
service.
----- Original Message -----
From: <Dww0708@aol.com>
Subject: Europa-List: Flight Time
> --> Europa-List message posted by: Dww0708@aol.com
>
> Flight Time ( TOTAL TIME ) the time from wheels leave the ground till
> wheels touch down. That would make a point for the weight on wheels
type hobbs
> meter. I wouldnot calculate my fuel burn on flight time.
>
>
Message 5
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Subject: | Trial Fitting Cockpit Module |
--> Europa-List message posted by: "David Simenauer" <dsimenauer@cox.net>
I am at the point where I need to "trial fit" the cockpit module in the fuselage.
I have sanded off a lot of excess glue which has made it fit better. But
I cannot seem to get a snug fit between the front of the module and the firewall.
After sanding off as much excess glue as I am comfortable with, neither the
module nor the firewall seem to be completely straight. This leaves a long
gap at certain points. Is there something that should and can be done about this.
I'm concerned about over sanding and causing structural problems.
Thanks,
Dave Simenauer
A101
XS Trigear
Message 6
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Subject: | New Micro-air Avionics tranceiver fitted. |
--> Europa-List message posted by: "Alan Stewart" <alan.stewart@blueyonder.co.uk>
After many years of intermittently perfect/awful radio service, I've now
retired my Terra Tranceiver, which is destined to become just an
attractive? (expensive) panel feature.
I've fitted the new Micro-air transceiver and am getting 5/5 on the
ground. (It wasn't really safe to fly today due local fog)
Unfortunately, with the engine running there is a 'rev-related' howl,
both on transmit and receive which is quite loud and distracting.
Is there a simple solution to this ? Should I have an 'electrical choke'
fitted into the circuit, or should I attempt to achieve 100% shielding
of all wires and connectors for the unit. (There is in fact an exposed
area around a 'D' connector) ?
Does anyone have special knowledge or wiring expertise, or sell
equipment which may resolve my issue ?
Thanks for any advice.
Alan
Message 7
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Subject: | Re: Calculating Maintenance Time |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
Steve Crimm wrote:
>
> Evening All,
>
> I would be interested in hearing how everyone calculates maintenance
> time? In my previous life flying helicopters we had two Hobbs
meters.
> One for maintenance based on actual flight time. The other was for
total
> running time that we used for customer billing purposes.
>
> With my Grand Rapids EIS is appears to gather time based on oil
> pressure, so how does everyone else do it?
>
I have a Taskem digital tach, which records time if the prop if
spinning. U.S. rules for amateur-built A/C are fuzzy (an endless
logical loop) as to whether "time in service" needs to be recorded in
maintenance logs at all, but if it is, the rules do say that time in
service begins when the wheels leave the runway and ends when they
touch down, an example of FAA not enforcing every last rule.
Practically, Hobbs time -- engine running -- is useful for logging
flight time, as it more closely reflects how that time is clocked.
And for maintenance of production aircraft, it's cheaper in ownership
costs and thus common to use tach time, as it's proportional to RPM.
So...anything from Post-It notes on the fridge to a strain-gauge
switch on the gear! Simplest is clocking when master switch is on,
but one should have an alarm circuit in case the master were to be
left on. A handy item anyway, but requiring some circuit design.
Hmm...wonder if one could kludge that around a 10-cent, CMOS quad NAND
gate chip, including a time delay before alarm goes off? Might even
have two gates left over to make it flash or a pulsing chime like in
our cars....
Reg,
Fred F.
Message 8
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--> Europa-List message posted by: "Ken Gresham" <kgresham@dtnspeed.net>
Many thanks to all who responded to my query. All responses have been saved
for reference. The build so far has been straightforward and easy, but at this
stage there seems so much to consider all at once that I find myself having
difficulty narrowing the scope of the project to one task at a time. Physically
building the plane is not the hard part for me, it's the decisions about things
that are subjective, such as where to place antennaes and routing of wiring.
One of my problems is that no one in my locall EAA chapter has any interest
in my project, or any project for that matter. All of you on this list are a
great source of knowledge and inspiration, though sometimes all of the diverse
opinions make it harder to know which way to go. I don't get on the list very
often but I am lurking out here reading all the correspondence. I'll probably
be asking a lot more questions frm now on. Patience please!
Thanks again,
Ken Gresham
Delavan, IL
A268 Tri-gear
Flying surfaces built, wings ready to close (except for wiring), cockpit module
in, and gear on. working on all to do before bonding on top.
Message 9
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Subject: | Time - a diversion |
--> Europa-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
As you may have guessed, I'm not too keen on perfection as the
'ruling' authority sees it. Elapsed Time is what the Pilot-in-Command calls
it, not what some lower-grade mandarin deems it to be. For instance, counter
any complaint he has by asking him what "pilot in command" means. Here in
Canada they don't know what the term means. Ask your authority to define
it - you may be surprised.
The pilot in command is responsible for the aircraft, crew,
passengers and cargo during flight (or he was for the first hundred years or
so of powered flight. Flight is defined as the time when the aircarft is
moving for the purpose of flight until the first exit is opened for the
purpose of disembarking - even if it's halfway up an eighty foot oak. That's
what responsibility pay is. If the pilot runs off the taxiway but it's not
flight time, then the tower should pay. If some grunt wants to designate
'propeller' time, or 'meal' time that's OK - but we shouldn't let them mess
with "flight" time - that's when flyers fly.
Ferg
A064
Message 10
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Subject: | RE: Trial Fitting Cockpit Module |
2.60 REPLY_TO_EMPTY Reply-To: is empty
--> Europa-List message posted by: "josok" <josok-e@ukolo.fi>
As in mine, there remains gap, widening with height, between the firewall and the
cockpit module. However, this is normal according to the manual, chapter 17
step 2: "You may find that there is a tapered gap between the front of the cockpit
module
centre tunnel and the firewall; this is acceptable, but ensure that the gap is
filled with Araldite
420/flox."
Never sand glass away!
Regards,
Jos Okhuijsen
----------------
Visit EuropaOwnersForum http://www.europaowners.org/
Message 11
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Subject: | Re: Bonding on top |
--> Europa-List message posted by: DuaneFamly@aol.com
Ken,
I have had the same problem with my local EAA group....they talk a lot about
what they built way back when but are too old to really want to think of
anything new. I started to check out other EAA groups nearby and found one just
an hour south of my location that has a much younger crowd that's still
enthusiastic about building. Plus they meet at their local airport, so I get to
fly there every third month to stay current.
Are you using the DAR program? I have had problems locally with this also.
Seems people have found a way to make money in their retirement by charging
people to inspect their project. Not the idea I believe was the intention when
the FAA pulled back from inspections. You can still get the FAA people to come
out to inspect, you just need to schedule it about a year ahead.
Do Not Archive
Mike Duane A207
Redding, California
XS Conventional Gear
Just about to put the top on but still finding little things to do before
that.
Message 12
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Subject: | Re: Bonding on top |
--> Europa-List message posted by: N55XS <topglock@cox.net>
Ken Gresham wrote:
>--> Europa-List message posted by: "Ken Gresham" <kgresham@dtnspeed.net>
>
> Many thanks to all who responded to my query. All responses have been saved
for reference. The build so far has been straightforward and easy, but at this
stage there seems so much to consider all at once that I find myself having
difficulty narrowing the scope of the project to one task at a time. Physically
building the plane is not the hard part for me, it's the decisions about things
that are subjective, such as where to place antennaes and routing of wiring.
One of my problems is that no one in my locall EAA chapter has any interest
in my project, or any project for that matter. All of you on this list are a
great source of knowledge and inspiration, though sometimes all of the diverse
opinions make it harder to know which way to go. I don't get on the list very
often but I am lurking out here reading all the correspondence. I'll probably
be asking a lot more questions frm now on. Patience please!
>
>Thanks again,
>
>Ken Gresham
>Delavan, IL
>A268 Tri-gear
>Flying surfaces built, wings ready to close (except for wiring), cockpit module
in, and gear on. working on all to do before bonding on top.
>
>
>
>
Ken,
Like most of the major "milestones", such as bonding cockpit module,
closing the wings and gluing in windscreens, bonding the top on is a
scary thing. That is, until you do it, Then you ask yourself, "what
was the big deal". It's really not that hard. Just takes a bit of
planning. I did all the landing gear reinforcement in the rear of the
CP module, before bonding the top on. Gaining access to install the
gear, ribs and other things in the back of the airplane were just not
that big a deal. Triple check that you've done everything you can in
the tail section and give it a go...
--
Jeff - A055
Almost ready to paint the airframe...
Builders Log: http://www.N55XS.com
--
No virus found in this outgoing message.
Checked by AVG Anti-Virus.
Message 13
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Subject: | Re: Bonding on top |
--> Europa-List message posted by: N55XS <topglock@cox.net>
DuaneFamly@aol.com wrote:
>--> Europa-List message posted by: DuaneFamly@aol.com
>
>Ken,
>
>I have had the same problem with my local EAA group....they talk a lot about
>what they built way back when but are too old to really want to think of
>anything new. I started to check out other EAA groups nearby and found one just
>an hour south of my location that has a much younger crowd that's still
>enthusiastic about building. Plus they meet at their local airport, so I get to
>fly there every third month to stay current.
>
>Are you using the DAR program? I have had problems locally with this also.
>Seems people have found a way to make money in their retirement by charging
>people to inspect their project. Not the idea I believe was the intention when
>the FAA pulled back from inspections. You can still get the FAA people to come
> out to inspect, you just need to schedule it about a year ahead.
>
>Do Not Archive
>
>Mike Duane A207
>Redding, California
>XS Conventional Gear
>Just about to put the top on but still finding little things to do before
>that.
>
>
>
>
Mike,
My own EAA chapter is primarily old timers who don't, or didn't even
build. We are now working to give the chapter a face lift, as it were,
to get some new blood in the group. Seems the membership slipped up and
voted me vice president. :) Things are going to change a bit... <G>
As for FAA inspectors, our local guy is a member of our chapter and a
really nice guy. He asked for 6 weeks notice, saying he could probably
do it sooner...
--
Jeff - A055
Almost ready to paint the airframe...
Builders Log: http://www.N55XS.com
--
No virus found in this outgoing message.
Checked by AVG Anti-Virus.
Message 14
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Subject: | Re: Calculating Maintenance Time |
--> Europa-List message posted by: N55XS <topglock@cox.net>
Fred Fillinger wrote:
>--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
>
>Steve Crimm wrote:
>
>
>>Evening All,
>>
>>I would be interested in hearing how everyone calculates maintenance
>>time? In my previous life flying helicopters we had two Hobbs
>>
>>
>meters.
>
>
>>One for maintenance based on actual flight time. The other was for
>>
>>
>total
>
>
>>running time that we used for customer billing purposes.
>>
>>With my Grand Rapids EIS is appears to gather time based on oil
>>pressure, so how does everyone else do it?
>>
>>
>>
>
>I have a Taskem digital tach, which records time if the prop if
>spinning. U.S. rules for amateur-built A/C are fuzzy (an endless
>logical loop) as to whether "time in service" needs to be recorded in
>maintenance logs at all, but if it is, the rules do say that time in
>service begins when the wheels leave the runway and ends when they
>touch down, an example of FAA not enforcing every last rule.
>
>Practically, Hobbs time -- engine running -- is useful for logging
>flight time, as it more closely reflects how that time is clocked.
>And for maintenance of production aircraft, it's cheaper in ownership
>costs and thus common to use tach time, as it's proportional to RPM.
>
>So...anything from Post-It notes on the fridge to a strain-gauge
>switch on the gear! Simplest is clocking when master switch is on,
>but one should have an alarm circuit in case the master were to be
>left on. A handy item anyway, but requiring some circuit design.
>Hmm...wonder if one could kludge that around a 10-cent, CMOS quad NAND
>gate chip, including a time delay before alarm goes off? Might even
>have two gates left over to make it flash or a pulsing chime like in
>our cars....
>
>Reg,
>Fred F.
>
>
>
N55XS is set up so that the Hobbs runs when the engine runs. This is
the benchmark I'll be using for maintenance...
--
Jeff - A055
Almost ready to paint the airframe...
Builders Log: http://www.N55XS.com
--
No virus found in this outgoing message.
Checked by AVG Anti-Virus.
Message 15
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--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi All,
Would someone who is not too far through their build mind taking a couple of measurements
for me. I need to know the OD and thickness of the tube that passes
under the cockpit module. In addition I need to know the OD of the push rod
that passes through the middle of it. I am going to try and fabricate a seal
between the two tubes.
Why, well I get a fair amount of air coming from the spar area into the cockpit
through this tube, and although my Mr. Leatherman boots seal off a bit of it,
its not enough. The outside air temperatures here in the northern mid west are
now at around 10 degrees F, and I expect it to get worse. Even a small amount
of air from this area is pretty darn cold. I have pretty well stopped flying
the aircraft until I can solve this problem.
Thanks, Paul
Message 16
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--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
Would some one who has there build manual handy look up a couple of bolt lengths
for me. (Mine's at the hanger.) I need to know the length of the bolts that
go through the head rest to secure the seatbelts. In addition I'd like to know
the length and diameter of the bolt that secures the tailwheel spring.
Thanks, Paul
Message 17
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Subject: | Season's Greetings |
0.26 UPPERCASE_25_50 message body is 25-50% uppercase
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
Message 18
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Subject: | Season's Greetomgs |
0.26 UPPERCASE_25_50 message body is 25-50% uppercase
--> Europa-List message posted by: "Cliff Shaw" <flyinggpa@comcast.net>
John
Are you still with us?
Cliff Shaw
1041 Euclid ave.
Edmonds, WA 98020
425 776 5555
Message 19
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Subject: | Re: New Micro-air Avionics tranceiver fitted. |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> Alan Stewart wrote:
>
> Unfortunately, with the engine running there is a 'rev-related'
> howl, both on transmit and receive which is quite loud and
> distracting.
> Should I have an 'electrical choke' fitted into the circuit,
Probably yes, if not a faulty alternator regulator.
> or should I attempt to achieve 100% shielding
> of all wires and connectors for the unit.
Probably no.
> (There is in fact an exposed
> area around a 'D' connector) ?
Audio frequency noise can't enter there.
I assume you're hearing it through headphones, and that this is
alternator whine or howl. The only thing common to both operating
modes is phone audio, but inductive pickup (wire bundle) into the low
impedance phone audio line shouldn't happen. If the Rotax regulator
is operating normally, the noise should be clamped by the battery to a
low enough level.
However, if it's entering through the Microair's 14V input, then we're
common to both modes and a more "modern" power supply design therein
not likely in your clunky old Terra is a possible culprit. The first
thing I'd do is connect just the Microair to a 12V battery of some
sort; it needn't be much, like even AA-cells, since we won't need to
transmit. Then start the engine and listen on receive.
If no noise, then at a store or online where they sell audio equipment
for motor cars should have a choke/capacitor filter arrangement to
insert into the 14V line. Just guessing that this might be your
problem, as I can't recall other Microair/Rotax users have reported a
problem. I'd thus be prone to slap an oscilloscope on your 14V bus to
see the magnitude of the noise. Typically I've seen only about 200
millivolts on automotive systems, which should be silent in the
junkiest of radios, but from what I now know about the internals of
the Rotax regulator, anything can happen.
I had to do this fix for an audio panel in the other plane, where it
cropped up all of a sudden, but was a more muted "whine." Probably a
bad diode in the alternator, but she still charges fine to this date.
The problem there was line transient response in the audio panel's
voltage regulator that ain't worth a hill of beans at frequencies well
beyond 60Hz household hum. Much cheaper was just a little toroid choke
and a tantalum (low series resistance) capacitor from my supply of
electronic junk, and it works just like electronical theory says it
should...'til the alternator fails for good.
Reg,
Fred F.
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