Today's Message Index:
----------------------
1. 02:05 AM - Re: Rotax 914 problem/question (Jeremy Davey)
2. 03:01 AM - Radio reception (David Corbett)
3. 03:20 AM - Re: Rotax 914 problem/question (Mike Gregory)
4. 04:33 AM - Re: Radio reception (ivor.phillips)
5. 04:39 AM - Re: Rotax 914 problem/question (Jim Brown)
6. 04:48 AM - Re: Radio reception (KARL HEINDL)
7. 09:15 AM - Re: Radio reception (Richard Holder)
8. 09:47 AM - Re: Rotax 914 problem/question (Jerry Rehn)
9. 10:18 AM - 3 Nico cable? (Ronald J. Parigoris)
10. 11:35 AM - ANR HEADSETS (van eldik)
11. 01:01 PM - Re: Rotax 914 problem/question (Matt Carpenter)
12. 04:15 PM - Re: Rotax 914 problem/question (SPurpura@aol.com)
13. 05:17 PM - Re: Radio reception (Fred Fillinger)
14. 07:36 PM - Re: Radio reception (Fred Fillinger)
15. 11:44 PM - Official Usage Guideline [Please Read] [Monthly Posting] (dralle@matronics.com)
Message 1
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Subject: | Rotax 914 problem/question |
--> Europa-List message posted by: "Jeremy Davey" <EuropaFlyer_3@msn.com>
A high EGT would imply a lean mixture to me. The fact that an additional
pump had a degree of improvement, then cleaning the filters made a
significant difference, would suggest to me that you're not getting
sufficient fuel pressure due to blocked filters.
(I emphasise that this would just be my first theory, and other causes
shouldnt be ruled out!)
I'd check your filters again, would take the old one you took out apart and
check it, would drain the tank (through a filter, checking what you get, and
making sure the tank is well agitated during the process by some means), and
would give the tank a good flush.
One thought, when you refuelled before the flight, was it direct or through
a filter funnel?
Regards,
Jeremy
Jeremy Davey
Europa Monowheel 537M G-EZZA
Europa Club Vice-Chairman, Webmaster, PFA NC Representative
PFA EC Member
If you can keep your head when all about you are losing theirs, then it is
possible you haven't grasped the severity of the situation.
Tail done
Standard XS wings with mods underway
CM installed in fuse (with airbrakes fittings)
1400 build hours to date
Intended fit:
Rotax 914 turbo, Airmaster CS fully-feathering prop
Lots of lights, buttons, switches, gizmos, and alarms
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Matthew
Carpenter
Subject: Europa-List: Rotax 914 problem/question
--> Europa-List message posted by: Matthew Carpenter <europaxs@gmail.com>
A weird problem with our 914 showed up on the way home from Oshkosh last
Wednesday.
1.5 hours from Oshkosh heading to Texas, the altitude was 6500 msl and
the OAT was 44F.
The engine begin to lose power, the sound changed. The EGT, normally at
1360 was at 1550 and going up.
When the EGT hit 1600 the engine begin to sound ruff, like it was
starting to miss, but not to the point of stopping.
To us it seemed the the mixture was to lean.. might we be seeing some
carb ice? Water in the gas?
I turned on the secondary full pump, the EGT dropped down to 1550, and
the engine did smooth out, but the power was
still not there. The MP showed 31, RMP was at 5000, it all looked
good.. except for the EGT.
We landed and replaced the full filter.. maybe it was starting to clog up..
Ran fine for 1 more hour, 4500msl and 65F OAT, then the problem came
back. I went down to 2000 msl, and the problem went
away.
We landed once more, and I checked all the hoses, and electrical wiring
under the hood, everything looked fine.
We ended up flying the rest of the way at 3500msl, and had no problems
for 3 hours..
Any ideas?? Why would the EGT drop when I turn on both fuel pumps, and
then return to 1600+ with only 1 pump on. (even toggled the two pumps).
Hope someone had some ideas, I would like to fix it before the next long
flight.
Thanks,
Matt Carpenter
A138
N138WJ
Amarillo Texas
Message 2
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--> Europa-List message posted by: "David Corbett" <david.corbett5@btinternet.com>
I have been watching this dsicussion with more than a passing interest.
I have 2 COM's; COM 1 is a GNS 430 connected to the standard Europa
dipole, and COM 2 is a KX125 coennected to a standard whip aerial. The
whip is mounted within the (classic) fin, on a ground plane plate; it is
about 350-400 mm in front of the dipole. The dipole was tested with a
VSWR meter during the build process.
My aircraft has been flying for over 4 years, without any reported radio
problems. Over the past 3/4 months I have noticed considerable
interference during reception of incoming signals on both sets,
particularly on my home frquency of 123.5. I have also noticed that
sometimes I cannot hear other aircraft talking to our tower, even though
they are quite close. I have conducted various trials with our tower,
and they cannot detect any problem with my transmissions.
On the London FIR frequencies of 124.75 and 124.6, I have no reception
problems whatsoever, except in some geographical areas, as one would
expect. I remarked to Paddy Clark (G-KIMM) at FFF that, whilst over the
North Sea recently en route to Texel, I had heard him on the FIR
frequency very loud and very clear - better than any other aircraft on
the frequency at that time - whilst he was climbing out from his base
near Bath. Looking at the chart, we were some 200 NM apart at the time.
At Oslo Guardamonen recently, I had an interesting experience. I
received taxi clearance from the GA terminal on the tower frequency
118.3, and taxied to the hold of 19R; at the hold, the tower could not
read me on either of my COM boxes, but gave me (a very distorted)
take-off clearance. As soon as I was airborne, I was given a further
clearance, which I acknowledged - to which the friendly controller
replied "Now you are loud and clear - just like reading a book!"
Back at Shobdon yesterday, I did a local trial flight to evaluate a BOSE
ANR headset (do not buy one for use in a Europa - but that is another
story!), and all the incoming signals on 123.5, on both boxes and
through both the BOSE and my usual Peltor headset, were very crackly,
but they were reading me OK.
This morning, in conversation with a professional pilot, he has
suggested that if the central core of the coax cable is connected to the
part of the dipole pointing down, that may well account for some of the
reported problems, especially when the aircraft is on the ground. I have
now looked at my build photo's, and sure enough, the central core is
connected to the lower half of the dipole.
So I have 2 problems here - maybe a problem with dipole connections, and
certainly a (separate) problem with interference on incoming signals on
2 diffrenet sets. Incidentally, my set-up works through a Garmin 340
Audio Panel.
And finally - what is a good ANR headset for use in an aircraft with a
Rotax engine - the BOSE (I have tried 2 diffrerent headsets) emphasises
the higher pitched aprt of the engine noise?
David
G-BZAM - UK 265 - 300 hrs
Message 3
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Subject: | Rotax 914 problem/question |
--> Europa-List message posted by: "Mike Gregory" <m.j.gregory@talk21.com>
Matt,
You may wish to check that your return flow orifice has not become
obstructed. If so, there would be increased likelihood of vapour lock at
altitude, especially on autogas.
We shall all be interested in the outcome of your investigations.
Mike
Europa Club Safety Officer
Message 4
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Subject: | Re: Radio reception |
--> Europa-List message posted by: "ivor.phillips" <ivor.phillips@ntlworld.com>
The London information frequencies are on repeaters so you would be able to
receive other aircraft that are further away than line of sight,
.
>
> On the London FIR frequencies of 124.75 and 124.6, I have no reception
> problems whatsoever, except in some geographical areas, as one would
> expect. I remarked to Paddy Clark (G-KIMM) at FFF that, whilst over the
> North Sea recently en route to Texel, I had heard him on the FIR
> frequency very loud and very clear - better than any other aircraft on
> the frequency at that time - whilst he was climbing out from his base
> near Bath. Looking at the chart, we were some 200 NM apart at the time.
>
regards
Ivor
Message 5
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Subject: | Re: Rotax 914 problem/question |
--> Europa-List message posted by: Jim Brown <acrojim@cfl.rr.com>
Matt
Since the missing problem is altitude related, I would pull the air box away
from the rear of the carb's. Reach inside the carb and see if the sliding
barrel is stuck. It should move freely up or down, if the barrel is stuck, or
moves very slowly. it needs to be cleaned so that it will move freely. (This
sets the mixture as the airplane climbs to altitude), hence the rough at
running at altitude, and the smooth running at a lower altitude. This is why
at altitude the EGT is going up (lean mixture).
If the barrel is not the case. pull the carb and clean out the float chamber
and jets. Something is partial blocking the main jet.
Carb ice is not a problem with the 914. The turbo raises the air temperature
above temp for ice formation.
Jim Brown
N398JB
N112B (RV 7A almost ready to fly)
Matthew Carpenter wrote:
> --> Europa-List message posted by: Matthew Carpenter <europaxs@gmail.com>
>
> A weird problem with our 914 showed up on the way home from Oshkosh last
> Wednesday.
>
> 1.5 hours from Oshkosh heading to Texas, the altitude was 6500 msl and
> the OAT was 44F.
> The engine begin to lose power, the sound changed. The EGT, normally at
> 1360 was at 1550 and going up.
> When the EGT hit 1600 the engine begin to sound ruff, like it was
> starting to miss, but not to the point of stopping.
> To us it seemed the the mixture was to lean.. might we be seeing some
> carb ice? Water in the gas?
> I turned on the secondary full pump, the EGT dropped down to 1550, and
> the engine did smooth out, but the power was
> still not there. The MP showed 31, RMP was at 5000, it all looked
> good.. except for the EGT.
>
> We landed and replaced the full filter.. maybe it was starting to clog up..
> Ran fine for 1 more hour, 4500msl and 65F OAT, then the problem came
> back. I went down to 2000 msl, and the problem went
> away.
>
> We landed once more, and I checked all the hoses, and electrical wiring
> under the hood, everything looked fine.
>
> We ended up flying the rest of the way at 3500msl, and had no problems
> for 3 hours..
>
> Any ideas?? Why would the EGT drop when I turn on both fuel pumps, and
> then return to 1600+ with only 1 pump on. (even toggled the two pumps).
>
> Hope someone had some ideas, I would like to fix it before the next long
> flight.
>
> Thanks,
>
> Matt Carpenter
> A138
> N138WJ
> Amarillo Texas
>
Message 6
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--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
David,
Regarding headsets, I took the advice of other Europa owners and bought the
Lightspeed Cross Country; it is the cheapest of the ANR headsets. It works
very well with attenuating the Rotax frquencies. I later compared it in
flight with another much more expensive set, I can't remember the make, and
was amazed by how much quieter mine was.
Don't fall for all this marketing bumph, buy what works best.
Karl
>From: "David Corbett" <david.corbett5@btinternet.com>
>Reply-To: europa-list@matronics.com
>To: "Europa Forum " <europa-list@matronics.com
Message 7
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Subject: | Re: Radio reception |
--> Europa-List message posted by: Richard Holder <rholder@avnet.co.uk>
> And finally - what is a good ANR headset for use in an aircraft with a
> Rotax engine - the BOSE (I have tried 2 diffrerent headsets) emphasises
> the higher pitched aprt of the engine noise?
Despite opening myself up for advertising :
I do ANR conversions for DC and Peltor type headsets. In
my Europa I have two of these headsets - just cheap
headsets, which have the conversion and which takle their
power from the aircraft (no batteries)..
Others on the Flyer Forum have tested these conversions
and they report that they are better at noise reduction
than the Bose. The Bose is VERY light but that allows
extraneous noise in there. In fcat everyone raves about them !
I have done over 90 of these conversions so far.
The advantage (other than the quietness) is that you don't
end up with yet another headset !
Contact me direct if you are interested in more
information - numbers in my signature --
Richard
Richard F.W. Holder 01279 842804 (POTS)
Bell House, Bell Lane, 01279 842942 (fax)
Widford, Ware, Herts, 07860 367423 (mobile)
SG12 8SH email : richard.holder@avnet.co.uk
Europa Classic Tri-gear : G-OWWW, High Cross
PA-28-181 : Piper Archer : G-JANA, EGSG (Stapleford)
Message 8
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Subject: | Re: Rotax 914 problem/question |
--> Europa-List message posted by: "Jerry Rehn" <rehn@rockisland.com>
Matt
On my trip to OSH from Seattle I had a similar problem. I actually had to
throttle back to 26 inches to get engine to run smooth, my fuel pressure
indicator was very low prior to throttling back. Landed and checked my
Andair gascolator and found it to be full of fine black crud. Cleaned it and
power was restored! I normally filter all my auto fuel but did not on this
trip to OSH with 100LL. On way home I again experienced rough engine after
flying some 800 miles. I discovered a slight fuel leak in front of the port
carb between the intake manifold and the carb. I flew 5 or 6 hours home with
a slightly rough engine . My port EGT ran hotter but all other indicators
were good. Flew at 10,500 home. Called Rotax tech. He thinks could be a
slight leak in intake manifold where carb is attached or contamination in
the fuel float bowl and maybe balancing is off. I will be checking all of
these and let you all know. The engine is a work horse and wants to keep
going even when abused with bad fuel. I had a similar issue with a 912 in a
Kifox some years ago. The engine would run smooth and then very rough and
then smooth out for no particular reason drove me nuts trying to find issue.
Turns out there were small alumin. shavings in port carb bowl that would
move around and sometimes plug a fuel port and then drift away only to do it
again! These metal shavings must have been left in bowl during manufacture.
This was a new engine and I was the first to open carb bowl to look. So if
there is something foreign in your cab bowl it will cause roughness.Bottom
line is your issue is likely fuel related
Regards
Jerry 914XS Mono
----- Original Message -----
From: "Matthew Carpenter" <europaxs@gmail.com>
Subject: Europa-List: Rotax 914 problem/question
> --> Europa-List message posted by: Matthew Carpenter <europaxs@gmail.com>
>
> A weird problem with our 914 showed up on the way home from Oshkosh last
> Wednesday.
>
>
>
Message 9
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--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
The monowheel manual calls for 2 nicos per thimble for tailwheel cables.
If 2 is better than 1, is 3 better than 4?
On smaller length cables that do not need to go through some sort of guide, I have
had good success with 3 nico cables.
What you do is thread 1 nico for each thimble as normal. Then you leave the tails
long enough so they cross each other at half cable length. Then you swage a
nico on the 2
tails, of course the tails enter at opposite sides of the nico. this sets your
length. then you tension the 2 thimbles with 40 or more pounds, I usual use a
5 gallon can of
kerosene and nico under tension. The cables will load share.
I usual leave 1/8" cable sticking out of nico and heat shrink on a piece of adhesive
lined teflon.
Any comments as to why use 4 nicos instead of 3?
thx.
Ron P.
Message 10
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--> Europa-List message posted by: van eldik <ave@tulips7.demon.co.uk>
Very pleased with Lightspeed 20Xlc. Comfortable and excellent
performance!
rgds
Anthony van Eldik (G-FLOR)
Message 11
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Subject: | Re: Rotax 914 problem/question |
--> Europa-List message posted by: Matt Carpenter <europaxs@gmail.com>
Thanks for all the responses!
We filled up at Oshkosh with 100LL no filter. The filter had been
replaced the day before
our trip to OSH. IT had around 7.5 hours on it. The filter looked
good when we replaced it on the way home from OSH.
I will let you guys know what I find out.
Matt Carpenter
Amarillo Texas
On 8/1/05, Jerry Rehn <rehn@rockisland.com> wrote:
> --> Europa-List message posted by: "Jerry Rehn" <rehn@rockisland.com>
>
> Matt
> On my trip to OSH from Seattle I had a similar problem. I actually had to
> throttle back to 26 inches to get engine to run smooth, my fuel pressure
> indicator was very low prior to throttling back. Landed and checked my
> Andair gascolator and found it to be full of fine black crud. Cleaned it and
> power was restored! I normally filter all my auto fuel but did not on this
> trip to OSH with 100LL. On way home I again experienced rough engine after
> flying some 800 miles. I discovered a slight fuel leak in front of the port
> carb between the intake manifold and the carb. I flew 5 or 6 hours home with
> a slightly rough engine . My port EGT ran hotter but all other indicators
> were good. Flew at 10,500 home. Called Rotax tech. He thinks could be a
> slight leak in intake manifold where carb is attached or contamination in
> the fuel float bowl and maybe balancing is off. I will be checking all of
> these and let you all know. The engine is a work horse and wants to keep
> going even when abused with bad fuel. I had a similar issue with a 912 in a
> Kifox some years ago. The engine would run smooth and then very rough and
> then smooth out for no particular reason drove me nuts trying to find issue.
> Turns out there were small alumin. shavings in port carb bowl that would
> move around and sometimes plug a fuel port and then drift away only to do it
> again! These metal shavings must have been left in bowl during manufacture.
> This was a new engine and I was the first to open carb bowl to look. So if
> there is something foreign in your cab bowl it will cause roughness.Bottom
> line is your issue is likely fuel related
>
> Regards
> Jerry 914XS Mono
> ----- Original Message -----
> From: "Matthew Carpenter" <europaxs@gmail.com>
> To: <europa-list@matronics.com>
> Subject: Europa-List: Rotax 914 problem/question
>
>
> > --> Europa-List message posted by: Matthew Carpenter <europaxs@gmail.com>
> >
> > A weird problem with our 914 showed up on the way home from Oshkosh last
> > Wednesday.
> >
> >
> >
>
>
>
>
>
>
>
Message 12
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Subject: | Re: Rotax 914 problem/question |
--> Europa-List message posted by: SPurpura@aol.com
I HAD A SIMILAR PROBLEM ONCE WHILE USING 100LL,TURNED OUT TO BE VAPOR
LOCK DUE TO THE HIGHER TEMPS CAUSED BY USING 100LL.
SAM 914 N77EU
Message 13
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Subject: | Re: Radio reception |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> --> Europa-List message posted by: "David Corbett":
>
> This morning, in conversation with a professional pilot,
he has
> suggested that if the central core of the coax cable is
connected
> to the part of the dipole pointing down, that may well
account
> for some of the reported problems [distorted audio],
especially
> when the aircraft is on the ground.
He said what? In coaxial transmission line theory, the
shield does what the center conductor does. That is...if
the line is balanced (i.e., ferrite bead "balun" added). If
not, the coax shield is radiating, so it's possible that
flipping the connections will improve....or make things
worse, where the problem is ground reflections.
On the common NAV antenna (cat's whiskers on a vertical
fin), using the common type coax "balun," the center
conductor is not electrically connected to anything. It
just...ends! It works because of....the above mentioned
theory.
Fred F.
Message 14
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Subject: | Re: Radio reception |
--> Europa-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> --> Europa-List message posted by: "David Corbett":
>
> The whip is mounted within the (classic) fin, on a ground
> plane plate; it is about 350-400 mm in front of the
dipole.
> The dipole was tested with a VSWR meter during the
> build process.
>
> My aircraft has been flying for over 4 years, without any
> reported radio problems.
First, a VSWR meter may not clearly show what that setup is
doing. It has no ability to assess whether the antenna is
capable of receiving or transmitting anything. If VSWR
reads good, we accomplish the latter by rules, like put the
antenna out in the clear as much as we can.
It looks like it's possible to violate all the rules, and
things may still work, as maybe proven here? Anyway, here
we have a 1/4-wave whip with a ground plane which isn't; it
would be better if removed. We might have no balun (ferrite
beads) on a dipole. Both coax cables run parallel and very
close to the elements. The antennas are too close to each
other. If RG-58 coax, the extra loss in the long runs of
coax is significant if the antennas are compromised.
So, to the extent the above has been working except in some
fringe situations you cited is just the enormous dynamic
range of the receivers. Antennas are reciprocal, so where
we must necessarily xmit poorly too, the receiver on the
other end has huge dynamic range also, plus rarely a
compromised antenna.
However, what happens when we play around with low RF
receive levels -- the very lowest end of this dynamic
range -- is we're asking the receiver to do things it wasn't
designed for, nor needn't be. Thus the misconception that
autosquelch must let usable signals be heard. Well, yeah.
If autosquelch trips at 5 microvolts, then two guys with
mutual 10W transmitters can talk (though weakly heard)
across 400 miles with good antennas. But similar received
microvolts within 20 miles of an airport means well, a
really, really bad antenna in a given swath in the radiation
pattern!
Reg,
Fred F.
Message 15
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Subject: | Official Usage Guideline [Please Read] [Monthly Posting] |
DNA: do not archive
--> Europa-List message posted by: dralle@matronics.com
Dear Lister,
Please read over the Europa-List Usage Guidelines below. The complete
Europa-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/Europa-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
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to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
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[This is an automated posting.]
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