---------------------------------------------------------- Europa-List Digest Archive --- Total Messages Posted Mon 06/13/05: 18 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:40 AM - Re: Voltage Regulator Problem? (R Holder) 2. 01:18 AM - Re: Voltage Regulator Problem? (simon.nash1) 3. 01:41 AM - Re: Voltage Regulator Problem? (Gerry Holland) 4. 04:53 AM - Re: Your 914 Rectifier problem (David Joyce) 5. 05:57 AM - Re: Voltage Regulator Failure (David Joyce) 6. 06:04 AM - tailwheel deflection (Graham Singleton) 7. 10:06 AM - Re: Fuel Injected Rotaxs (Terry Seaver (terrys)) 8. 10:36 AM - Re: tailwheel deflection (DuaneFamly@aol.com) 9. 11:57 AM - Re: Fuel Injected Rotaxs (david MILNER) 10. 02:15 PM - Re: Re: Your 914 Rectifier problem (Duncan McFadyean) 11. 03:17 PM - Re: Fuel Injected Rotaxs (Duncan McFadyean) 12. 03:44 PM - Re: Re: Your 914 Rectifier problem (David Joyce) 13. 04:15 PM - Re: Re: Your 914 Rectifier problem (Duncan McFadyean) 14. 07:17 PM - Attaching tailwheel fork (danbish) 15. 07:17 PM - Trim indication when transmitting (Gavin & Anne) 16. 07:49 PM - Re: Attaching tailwheel fork (SteveD) 17. 09:41 PM - Where to get epoxy Mixing cups? (Ronald J. Parigoris) 18. 11:50 PM - Re: Trim indication when transmitting (NevEyre@aol.com) ________________________________ Message 1 _____________________________________ Time: 12:40:35 AM PST US From: R Holder Subject: Re: Europa-List: Voltage Regulator Problem? --> Europa-List message posted by: R Holder > The last two or three times I have gone flying I have > experienced a problem with the 5A ALT FIELD circuit > breaker popping. The solution at first seemed easy just > push it back in and all is well. It occurs usually at > start up soon after I turn on the radio panel circuit. > > A couple of flights ago it popped a couple more times > in the cruise and I reset it with no further problems. > > Yesterday however it popped quite a number of times (5 > or 6) and only settled down after I had turned the > radio master off and back on again. I don't see how > turning the radios off would affect the ALT circuit > breaker except I suppose they use the most load. > > Looking at the circuit the breaker is located between > output C on the voltage regulator and the main power > bus (and thus the battery positive). Very simple. > > The only thing I can think of is that the voltage > regulator is spiking at more than 5 amps until it > 'warms up' or reaches some kind of battery charged > point after the battery has been used after start > (although the engine typically fires after just a few > turns). > > Any ideas and/or solutions as to what the problem might > be would be appreciated. I would like to trouble shoot > before replacing the regulator but do not want to > remove the panel unless I really have to. Maybe I am being thick but no-one else has said anything. On my 912S there is no ALT field circuit let alone a breaker for the ALT field circuit. I have just the standard Rotax alternator - not any add-on. So my question is - in which circuit is your breaker ? If it is in the main feed from the regulator back to your plus buss then you need a 25A breaker not a 5 A breaker ! The Europa circuit diagram shows this as a 30A slow blow fuse between the B terminal on the regulator and the buss. The alternator has two (screened) wires going to it. They go to the G terminals on the regulator and are AC. No field cable. Now I have read your email again and I see that you answered my question. Your breaker needs to be 25A. The R +B and C terminals on the regulator are all connected together. That location is NOT an ALT field circuit ! So, in conclusion I don't think I am being thick ! Remember breakers do not trip the instant that the quoted rating is exceeded. They normally are rated to trip in x seconds at three times the load, and y seconds at twice the load ... etc. Richard Europa tri-Gear G-OWWW High Cross Willing to be shot down if someone knows differently (and can argue their case !) ________________________________ Message 2 _____________________________________ Time: 01:18:29 AM PST US From: "simon.nash1" Subject: Re: Europa-List: Voltage Regulator Problem? --> Europa-List message posted by: "simon.nash1" Hi Martin, I suspect that the c/b should be 25A not 5A, I would suggest that you take a look at the wiring diagram in the manual page 25-11. Reagrds Simon ----- Original Message Follows ----- From: MJKTuck@cs.com Subject: Europa-List: Voltage Regulator Problem? > > --> Europa-List message posted by: MJKTuck@cs.com > > Hi Folks, > > The last two or three times I have gone flying I have > experienced a problem with the 5A ALT FIELD circuit > breaker popping. The solution at first seemed easy just > push it back in and all is well. It occurs usually at > start up soon after I turn on the radio panel circuit. > > A couple of flights ago it popped a couple more times in > the cruise and I reset it with no further problems. > > Yesterday however it popped quite a number of times (5 or > 6) and only settled down after I had turned the radio > master off and back on again. I don't see how turning the > radios off would affect the ALT circuit breaker except I > suppose they use the most load. > > Looking at the circuit the breaker is located between > output C on the voltage regulator and the main power bus > (and thus the battery positive). Very simple. > > The only thing I can think of is that the voltage > regulator is spiking at more than 5 amps until it 'warms > up' or reaches some kind of battery charged point after > the battery has been used after start (although the engine > typically fires after just a few turns). > > Any ideas and/or solutions as to what the problem might be > would be appreciated. I would like to trouble shoot > before replacing the regulator but do not want to remove > the panel unless I really have to. > > P.S I usually turn on (both) the split master/alt switch - > perhaps I should only turn on the alternator after engine > start? I have close to 200 hours flying time on the > aircraft so again this is a doubtful cause. > > Regards, > Martin Tuck > Europa N152MT > Wichita, Kansas > > > ==== > > > > > ________________________________ Message 3 _____________________________________ Time: 01:41:55 AM PST US Subject: Re: Europa-List: Voltage Regulator Problem? From: Gerry Holland --> Europa-List message posted by: Gerry Holland > I suspect that the c/b should be 25A not 5A, I would > suggest that you take a look at the wiring diagram in the > manual page 25-11. The 5 Amp Circuit Breaker could be part of the Crowbar Circuit. Gerry ________________________________ Message 4 _____________________________________ Time: 04:53:01 AM PST US From: "David Joyce" Subject: Europa-List: Re: Your 914 Rectifier problem --> Europa-List message posted by: "David Joyce" Mark, That is very helpful. What you describe with your voltmeter fits in exactly with my ammeter findings. I will replace the regulator and expect to cure the problem. In our situation we could measure the drain on the battery, and having turned off everything except the radio and the fuel pump this amounted to 3 amps with a topped up 16 amp/hours battery I reckoned this gave us 5 hrs flying probably and certainly at least enough time to complete a 20 min sea crossing. I am copying this to the list as I suspect we won't be the last to have such a problem. Regards, David ---- Original Message ----- From: "Mark Chetwynd-Talbot" Subject: Your 914 Rectifier problem Dear David, (Replying off list) I have been flying my 914 Trigear for about 200 hours over about 5 years. (Not much.) I recently had what sounds like exactly the same problem as you describe. In my case I only have a voltmeter and I noticed during a 1 hour trip from Wiltshire to North Yorks that the reading started to fall below 12 volts. Over a period of about 30 minutes it continued to fall and I started to switch a few things off. I really wanted to try to establish what was happening and I was not particularly worried about possibly having to divert etc. It seemed that for some reason the battery was no longer being charged. Then items like the Skymap cut out when the voltage fell below 10 volts. The radio signal became weak and distorted and the transponder ceased to function. By the time I reached my destination (Wombleton) the flaps would only come down extremely slowly! As I had only very recently replaced the battery I asked Nev what he thought was the likely problem. Without hesitation he said it was almost certainly the regulator, which apparently has a reputation for unreliability. We replaced it with a new one from Skydrive and everything was right immediately. Nev believes that the regulator probably gets 'cooked' if it is mounted where mine is on the firewall. He is going to make up a new loom so that we can move it to a position where it can be blasted with cool air near the oil cooler. It was not pleasant watching the volts dribbling away, I must admit. And I was very glad that I was not on a long sea crossing! What I really wanted to know - but did not discover - was the point at which the fuel pump would cease to function! Good luck. Mark Doctors.net.uk e-mail is protected from spam and viruses Doctors.net.uk - the network of 114,000 UK doctors ________________________________ Message 5 _____________________________________ Time: 05:57:41 AM PST US From: "David Joyce" Subject: Re: Europa-List: Voltage Regulator Failure --> Europa-List message posted by: "David Joyce" Hi, Many thanks for your helpful reply. As you will see, various other replies have encouraged me to think it is the regulator and as I am pressed for time before setting off to the Continent again on Saturday I am going forthe simple expedient of replacing it. If I can find someone to test the offending item I will let you know the outcome, or indeed I would happily post it to you! Regards, David ----- Original Message ----- From: "D Wysong" > > Hello David - > > I posted your issue on the Aeroelectric list to see what they'd say > about it. The Rotax 914 regulator/rectifier has been discussed over > there before, although I have yet to see much in the way of failure > modes. The only recommendations I've seen are "keep it cool" and > "don't load it over 12 Amps." Anyhow, here are Bob Nuckolls' > comments: > > "The charging system could become intermittent either because > of some condition inside the regulator/rectifier -OR- wiring > external to the regulator that carries output power or control > signals to the regulator. > > Sounds like it's consistent enough to instrument and go catch > the problem during a test flight. I'd look at AC voltage into > the regulator, DC voltage out of the regulator, control voltage(s) > to the regulator and bus voltage in addition to what appears > to be the battery ammeter. > > Observations taken on these readings during a 'brown out' will > be important clues as to how one would proceed. > > Bob . . ." > > As a potential 914 user and someone that has been looking for a > suitable replacement for the Ducati regulator/rectifier I'd certainly > be interested in your findings. > > Happy hunting! > > D Wysong ________________________________ Message 6 _____________________________________ Time: 06:04:25 AM PST US From: Graham Singleton Subject: Europa-List: tailwheel deflection --> Europa-List message posted by: Graham Singleton From: DuaneFamly@aol.com Subject: Re: Europa-List: Re: Europa-List Digest: 17 Msgs - 06/11/05 --> Europa-List message posted by: DuaneFamly@aol.com Graham, I noticed the limiting being done by the tailwheel horn, so I temporarily removed it to check "full" deflection. I figure to exceed the called for deflection and then use the filing of the tailwheel horn bring it in to spec. But I'm still working on the "full" deflection so far. Mike you should use the bellcrank stops to limit rudder travel, otherwise you are putting extra loads on the hinge, flanges and rudder. Cable loads can be very high because of the leverage. Graham ________________________________ Message 7 _____________________________________ Time: 10:06:36 AM PST US Subject: RE: Europa-List: Fuel Injected Rotaxs From: "Terry Seaver (terrys)" --> Europa-List message posted by: "Terry Seaver (terrys)" Hi Karl, I disagree on several points, 1) This small company is not inventing a fuel injection system, only applying it to an application which cries out for it. 2) You somehow assume the stock Rotax is a well engineered and reliable product, the exact opposite of my experience and opinions based on 4 years and 400 hours on a 912S. I can't imagine how this small company could do any worse than Rotax did with these side draft carbs and fixed timing ignition. The engine does its best to destroy itself with violent shaking on every startup, shutdown, or when idling at the recommended speed (1400 rpm). Regards, Terry Seaver A135 / N135TD -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of KARL HEINDL Subject: Re: Europa-List: Fuel Injected Rotaxs --> Europa-List message posted by: "KARL HEINDL" Paul, I shouldn't have involved myself, as I don't have a clue about fuel injections. Your BUTs are the relevant concerns. My common sense tells me that all these claims, including all these car engine and diesel alternatives should be treated with extreme caution. Something may be proven to work on a test stand, but will it work under all flying conditions, and for hundreds of hours without fail ? And will the Company producing it still be around in ten year's time ? Why do Companies like Bosch spend tens of millions developing injection systems, and they are just for cars, when a couple of bright engineers can do it in their workshop ? RELIABILITY is more important than anything else. The 914 is already complicated enough for an aircraft engine. Karl do not archive ________________________________ Message 8 _____________________________________ Time: 10:36:05 AM PST US From: DuaneFamly@aol.com Subject: Re: Europa-List: tailwheel deflection --> Europa-List message posted by: DuaneFamly@aol.com Graham, Good point. I didn't think of that. But I'll still try to get the full deflection then install the limiting devices. I guess my CS29 may have to be moved in order to get what is needed. Do Not Archive Mike Duane A207 Redding, California XS Conventional Gear Installing the rudder, re enforcing the door sills, still mulling over the trim motor installation, and working on hanging the instrument module. ________________________________ Message 9 _____________________________________ Time: 11:57:41 AM PST US From: "david MILNER" Subject: Re: Europa-List: Fuel Injected Rotaxs --> Europa-List message posted by: "david MILNER" Terry & Karl I seem to recall that the factory were developing a BMW fuel injected engine conversion for the Europa, I doubt if it had the luxury of 2 of everything (ecu, injectors etc), but had it proved succesful I am sure many would be flying today. It seems the fear of the unknown is part of the objection or scepticism of fuel& ignition control by an ECU 1) Reliability, Millions of cars operate without redundancy of the system just as your Rotax does 2) Efficiency, Variable ignition timing, fuel supply, altitude compensation & temperature compensation according to prevailing conditions. 3) Problems, Different maps for the ECU would be required for different fuels and I suspect different props It's certain that fuel efficiency would improve as would starting as there is a seperate map for starting and warm-up, altitude compensation would be no problem as the MAP sensor can handle from absolute vacuum to plus 2 or 3 bar. Even using a compromise map in the ECU would show considerable improvement over " carbs and fixed ignition" I am not saying the company you are talking about is the one with all the answers just that ECU controlled ignition and fuelling is the way to go for efficiency and reliability. Regards Dave Milner ----- Original Message ----- From: "Terry Seaver (terrys)" Subject: RE: Europa-List: Fuel Injected Rotaxs > --> Europa-List message posted by: "Terry Seaver (terrys)" > > Hi Karl, > > I disagree on several points, > > 1) This small company is not inventing a fuel injection system, only > applying it to an application which cries out for it. > > 2) You somehow assume the stock Rotax is a well engineered and reliable > product, the exact opposite of my experience and opinions based on 4 > years and 400 hours on a 912S. I can't imagine how this small company > could do any worse than Rotax did with these side draft carbs and fixed > timing ignition. The engine does its best to destroy itself with > violent shaking on every startup, shutdown, or when idling at the > recommended speed (1400 rpm). > > Regards, > Terry Seaver > A135 / N135TD > > > -----Original Message----- > From: owner-europa-list-server@matronics.com > [mailto:owner-europa-list-server@matronics.com] On Behalf Of KARL HEINDL > To: europa-list@matronics.com > Subject: Re: Europa-List: Fuel Injected Rotaxs > > --> Europa-List message posted by: "KARL HEINDL" > > > Paul, > > I shouldn't have involved myself, as I don't have a clue about fuel > injections. Your BUTs are the relevant concerns. My common sense tells > me that all these claims, including all these car engine and diesel > alternatives should be treated with extreme caution. Something may be > proven to work on a test stand, but will it work under all flying > conditions, and for hundreds of hours without fail ? And will the > Company producing it still be around in ten year's time ? > Why do Companies like Bosch spend tens of millions developing injection > systems, and they are just for cars, when a couple of bright engineers > can do it in their workshop ? > RELIABILITY is more important than anything else. The 914 is already > complicated enough for an aircraft engine. > > Karl do not archive > > ________________________________ Message 10 ____________________________________ Time: 02:15:14 PM PST US From: "Duncan McFadyean" Subject: Re: Europa-List: Re: Your 914 Rectifier problem --> Europa-List message posted by: "Duncan McFadyean" << 3 amps with a topped up 16 amp/hours battery I reckoned > this gave us 5 hrs flying >> David, This is a rather an optimistic calculation because: 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at higher rates there is progressively less capacity. 2.A brand new battery may have the full amp-hour capacity, but it is normal to allow only 80% of this for a battery in good condition. "State of charge" or terminal voltage is no indication of battery capacity. If you want to be sure about the state of a battery at any one time then you'd need an integrating ammeter, which keeps an account of amps-in an amps-out, with presettable factors to allow for self discharge etc. Regards, Duncan. ----- Original Message ----- From: "David Joyce" Subject: Europa-List: Re: Your 914 Rectifier problem > --> Europa-List message posted by: "David Joyce" > > > Mark, That is very helpful. What you describe with your voltmeter fits in > exactly with my ammeter findings. I will replace the regulator and expect > to > cure the problem. In our situation we could measure the drain on the > battery, and having turned off everything except the radio and the fuel > pump > this amounted to 3 amps with a topped up 16 amp/hours battery I reckoned > this gave us 5 hrs flying probably and certainly at least enough time to > complete a 20 min sea crossing. I am copying this to the list as I suspect > we won't be the last to have such a problem. > Regards, David ________________________________ Message 11 ____________________________________ Time: 03:17:22 PM PST US From: "Duncan McFadyean" Subject: Re: Europa-List: Fuel Injected Rotaxs --> Europa-List message posted by: "Duncan McFadyean" Dave, The Factory BMW indeed did not have two of everything, except that it did have two independent power supplies (battery and alternator) and two fuel pumps. The failure rate of a single ECU (once past the "burn-in" period) is not dissimilar to the failure rate of TWO magnetos together (the old type with miles of frantically spinning wire).but it would be difficult to argue that efi is significantly more reliable than carbs. Fuel efficiency of efi (in the automotive world) is reckoned to be about 15% better than carbs., but the use of efi on cars is driven more by meeting emission targets than by economy or power. However, the primary requirement of an aero engine is reliability (ahead of economy, power, lightness etc). Different props would make no difference as most efi systems operate on the alpha-n principle, which effectively measures engine load. The technology already exists for providing automatic detection and adjustment for different fuels and most efi ECUs have spare capacity for additional maps; it would be a 'simple' matter to include this. As regards the efi offering for the Rotax, my view is that the injection would work reasonably well. But I don't think I'd want to be trying it on a 914, which is already "boosted" in terms of power and has probably too many additional variables for the simple EFI control system shown. It's a pity that the offered system misses an opportunity to sort out the poor distribution characteristics of the stock inlet manifolds. The use of the stock manifolds is firstly likely to wrong-foot the batch-fired EFI injectors into providing uneven fuelling (or in other words a compromise mixture set-up that will have to be richer than it could have been, and therefore give away some of the likely efficiency gains) and secondly there is power to be had in shorter lengths of independent manifolding all meeting together in a common plenum located centrally on the top of the engine (see Honda Goldwing, from which the 912 design probably borrowed heavily), although the 'tame' valve timing on the 912 does not make the engine 'pipe-sensitive'. Note also that the earlier 912s had alternate drilled and tapped bolt holes at the cylinder head inlet manifold face that would allow such an orientation of inlet manifold. By the way, it was the same "starting problem" as experienced on some 912S's that was the principal reason for the demise of the BMW project! Rgds., Duncan McF. ----- Original Message ----- From: "david MILNER" Subject: Re: Europa-List: Fuel Injected Rotaxs > --> Europa-List message posted by: "david MILNER" > > > Terry & Karl > I seem to recall that the factory were developing a BMW fuel injected > engine > conversion for the Europa, I doubt if it had the luxury of > 2 of everything (ecu, injectors etc), but had it proved succesful I am > sure > many would be flying today. > It seems the fear of the unknown is part of the objection or scepticism of > fuel& ignition control by an ECU > 1) Reliability, Millions of cars operate without redundancy of the system > just as your Rotax does > 2) Efficiency, Variable ignition timing, fuel supply, altitude > compensation > & temperature compensation according to prevailing conditions. > 3) Problems, Different maps for the ECU would be required for different > fuels and I suspect different props > > It's certain that fuel efficiency would improve as would starting as there > is a seperate map for starting and warm-up, altitude compensation would be > no problem as the MAP sensor can handle from absolute vacuum to plus 2 or > 3 > bar. > Even using a compromise map in the ECU would show considerable improvement > over " carbs and fixed ignition" > > I am not saying the company you are talking about is the one with all the > answers just that ECU controlled ignition and fuelling is the way to go > for > efficiency and > reliability. > Regards > Dave Milner ________________________________ Message 12 ____________________________________ Time: 03:44:34 PM PST US From: "David Joyce" Subject: Re: Europa-List: Re: Your 914 Rectifier problem --> Europa-List message posted by: "David Joyce" Duncan, Thanks for that. I wasn't planning of course to push my luck for anything like 5 hrs. It was simply my starting position for working out whether I could expect it to get across the shortish Dunkerque-Dover crossing with pump and radio working. Does the 80% figure apply to pure lead/gas recombinant batteries, which claim all sorts of qualities not possessed by ordinary lead/acid batteries? Regards, David----- Original Message ----- > --> Europa-List message posted by: "Duncan McFadyean" > > << 3 amps with a topped up 16 amp/hours battery I reckoned > > this gave us 5 hrs flying >> > > David, > This is a rather an optimistic calculation because: > 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at > higher rates there is progressively less capacity. > 2.A brand new battery may have the full amp-hour capacity, but it is normal > to allow only 80% of this for a battery in good condition. "State of charge" > or terminal voltage is no indication of battery capacity. > > If you want to be sure about the state of a battery at any one time then > you'd need an integrating ammeter, which keeps an account of amps-in an > amps-out, with presettable factors to allow for self discharge etc. > > Regards, > Duncan. ________________________________ Message 13 ____________________________________ Time: 04:15:14 PM PST US From: "Duncan McFadyean" Subject: Re: Europa-List: Re: Your 914 Rectifier problem --> Europa-List message posted by: "Duncan McFadyean" < lead/gas recombinant batteries, >> Yes, its a function of the chemistry rather than the physics of construction. However,, the better type of battery would take longer to degrade to 80% capacity, excepting that the 'regulations' (i.e. JAR design codes) only allow 80% for the purpose of calculation. Glad you made it across the Channel; I would have made the same decision! Rgds., Duncan. ----- Original Message ----- From: "David Joyce" Subject: Re: Europa-List: Re: Your 914 Rectifier problem > --> Europa-List message posted by: "David Joyce" > > > Duncan, Thanks for that. I wasn't planning of course to push my luck for > anything like 5 hrs. It was simply my starting position for working out > whether I could expect it to get across the shortish Dunkerque-Dover > crossing with pump and radio working. Does the 80% figure apply to pure > lead/gas recombinant batteries, which claim all sorts of qualities not > possessed by ordinary lead/acid batteries? > Regards, David----- Original Message ----- > > >> --> Europa-List message posted by: "Duncan McFadyean" > >> >> << 3 amps with a topped up 16 amp/hours battery I reckoned >> > this gave us 5 hrs flying >> >> >> David, >> This is a rather an optimistic calculation because: >> 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at >> higher rates there is progressively less capacity. >> 2.A brand new battery may have the full amp-hour capacity, but it is > normal >> to allow only 80% of this for a battery in good condition. "State of > charge" >> or terminal voltage is no indication of battery capacity. >> >> If you want to be sure about the state of a battery at any one time then >> you'd need an integrating ammeter, which keeps an account of amps-in an >> amps-out, with presettable factors to allow for self discharge etc. >> >> Regards, >> Duncan. > > > ________________________________ Message 14 ____________________________________ Time: 07:17:07 PM PST US Subject: Europa-List: Attaching tailwheel fork From: "danbish" 1.64 REPLY_TO_EMPTY Reply-To: is empty 0.10 TO_EMPTY To: is empty --> Europa-List message posted by: "danbish" Hi all, Before I go banging on something and messing it up (my usual M.O.!), I was wondering if there's a trick to getting the tail wheel fork to go onto the spring rod. The threads on the spring rod slide on up to where they meet the beginning of the second bush but refuses to go further. I've cleaned the rod with steel wool and wiped it down real good. I've tried greasing everything up, wiggling it, etc. but to no avail. What's a good way to clean out the inside of those bushes? I'm ready to get out the balpene and go to work on it but don't want to foul the threads. I'm hoping they didn't weld that sucker in there at the wrong angle, but it doesn't look like that's the case. Anybody had this problem? Thanks, Dan Tucson, AZ Kit A144 ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________ Message 15 ____________________________________ Time: 07:17:07 PM PST US From: "Gavin & Anne" Subject: Europa-List: Trim indication when transmitting --> Europa-List message posted by: "Gavin & Anne" Hi all Can anybody give me any idea why idea why when I transmit on my Microair 760 the digital trim indicator goes full nose down. The actual trim does not move and as soon as I release the transmit button the indicator returns to normal. The trim is hotwired direct to the battery and the radio comes from the bus which is powered up through the master switch. The radio aerial does run with the trim wiring down to the rear and the aerial is a Bob Archer inside the fin. No interference noise is experienced Not a major=85..but irritating Thanks=85=85Gavin Lee=85=85#355 -- ________________________________ Message 16 ____________________________________ Time: 07:49:21 PM PST US Subject: Europa-List: RE: Attaching tailwheel fork From: "SteveD" --> Europa-List message posted by: "SteveD" Just went in the garage and tried mine again, just a little wiggling and it slid on. I think the bushing are just pressed in with some lock tight. The shaft end of a 1/2 drill bit fits nicely for checking alignment. Maybe some light emery paper to clean up the threads. Put it on as far as it will go, put a deep socket on the bushing end a tap it down gently with a rubber mallet. If that doesn't work I'd try pulling and re-seating the bushings. Ask the factory, they may need heat to remove. Steved ---------------- Visit EuropaOwnersForum http://www.europaowners.org/ ________________________________ Message 17 ____________________________________ Time: 09:41:37 PM PST US From: "Ronald J. Parigoris" Subject: Europa-List: Where to get epoxy Mixing cups? --> Europa-List message posted by: "Ronald J. Parigoris" Since the start of project, was using supermarket plastic mixing cups. Smooth walls and flat bottoms. I can't find them anymore. any ideas? Thx. Ron Parigoris ________________________________ Message 18 ____________________________________ Time: 11:50:11 PM PST US From: NevEyre@aol.com Subject: Re: Europa-List: Trim indication when transmitting --> Europa-List message posted by: NevEyre@aol.com Hi, The definate answer is the fact you have the trim wires and Com lead running together, split them so they are as far apart as you can get them. Chances are, you will also be able to hear the trim servo running through your headset ? Cheers, Nev.