Today's Message Index:
----------------------
1. 06:21 AM - Re: Is there 1 hose and 1/8" under flap cross tube? (Steve Hagar)
2. 09:31 AM - Re: Retro Fitting MG Wings (Ralph Hallett)
3. 11:00 AM - Re: Retro Fitting MG Wings (Gary Leinberger)
4. 04:44 PM - Oshkosh by air - return by Avis UPDATE (Richard Schultz)
5. 05:18 PM - Re: Oshkosh by air - return by Avis UPDATE (Ralph Hallett)
Message 1
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| Subject: | Is there 1 hose and 1/8" under flap cross tube? |
--> Europa-List message posted by: "Steve Hagar" <hagargs@earthlink.net>
Take note that if the lines are in the center of the tunnel up high you
need to heed the possibility that a possible gear up landing may push the
wheel up higher into the fuel lines and rupture them thus compounning your
woes. I have one line up there and placed a very strong aluminum guard
over the point that the wheel could possibly impact.
Steve
N40SH
Steve Hagar
hagargs@earthlink.net
> [Original Message]
> From: <rparigor@suffolk.lib.ny.us>
> To: <europa-list@matronics.com>
> Date: 8/17/2006 9:57:34 PM
> Subject: Europa-List: Is there 1 hose and 1/8" under flap cross tube?
>
> --> Europa-List message posted by: <rparigor@suffolk.lib.ny.us>
>
> I would like to run my 4 fuel lines down the center of the tunnel.
>
> Is there clearance between the bottom of the flap cross tube dip in the
> center (down position) for 1 fuel line diameter and 1/8"?
>
> This is on XS Monowheel w 914 and tank drains.
>
> Thx.
> Ron Parigoris
>
>
Message 2
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| Subject: | Re: Retro Fitting MG Wings |
--> Europa-List message posted by: Ralph Hallett <n100rh@sbcglobal.net>
Jim,
I was really hoping you would get a response to your question. I'm
building the MG and don't have short wings at this time, but have always
wondered what the retro fit problems would be to add the short wings.
Hopefully someone will give you some feedback.
Ralph
Reno, NV
Jim Butcher wrote:
>
> We are trying to retrofit glider wings to our XS fuselage. We
> completed the spar bush installation per Chapter 8 with no problem.
> Moving to Chapter 27a, we are able to fit the port wing to the
> fuselage and insert the EUR047 bolts. The top skin of the port wing
> forward of the spar does just touch the fuselage. However, we are
> unable to fit the stbd wing. It seems as though the wing will not go
> far enough into the fuselage, by about inch. The top skin of the
> stbd wing forward of the spar is hitting the side of the fuselage and
> preventing the wing from sliding in as far as necessary. We also
> notice that the gap between the GDG01 jigs and the lift drag pin
> sockets (W26 & W27) on the stbd wing is large - over inch while it
> is small on the port wing - 1/8 inch. Is this a common problem and is
> the solution to trim the top skin?
>
> We have also noticed that the flap cross tube FL15 hits the top skin
> of the wing on both sides. Is the solution to trim the top skin to clear?
>
> When fitting the short wings to the fuselage, we stretched a string
> from wing tip to wing tip to check for sweep (Chapter 27-4). The MG
> manual does not include this step. It only requires measurement of the
> wings from the tailplane torque tube (Chapter 27a-2). Should we also
> check sweep with a string as before?
>
> Finally, the thickness of the spar bushings seems to be greater on the
> MG wings. Is a different length spar pip pin required?
>
> Thanks
>
>
>
> Jim & Heather Butcher N241BW
>
>
>
> *
>
>
> *
Message 3
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| Subject: | Retro Fitting MG Wings |
--> Europa-List message posted by: "Gary Leinberger" <Gary.Leinberger@millersville.edu>
I am building a mg and am not as far along - and I just got some short wings -
my understanding is that the wings have to be trimmed to fit - you need to cut
off some of the material on the wing skin in order to allow the spar to fit in
and bolt up. I am thinking about fitting the short wings first, and then the
mg wings - since the short wings are already drilled for the bolts and hopefully
in the right place.
Glad to hear someone is out there on point.
Gary Leinberger
A237
Lancaster, Pa.
gleinberger@millersville.edu
-----Original Message-----
From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Ralph Hallett
Sent: Friday, August 18, 2006 12:31 PM
Subject: Re: Europa-List: Retro Fitting MG Wings
--> Europa-List message posted by: Ralph Hallett <n100rh@sbcglobal.net>
Jim,
I was really hoping you would get a response to your question. I'm building the
MG and don't have short wings at this time, but have always wondered what the
retro fit problems would be to add the short wings.
Hopefully someone will give you some feedback.
Ralph
Reno, NV
Jim Butcher wrote:
>
> We are trying to retrofit glider wings to our XS fuselage. We
> completed the spar bush installation per Chapter 8 with no problem.
> Moving to Chapter 27a, we are able to fit the port wing to the
> fuselage and insert the EUR047 bolts. The top skin of the port wing
> forward of the spar does just touch the fuselage. However, we are
> unable to fit the stbd wing. It seems as though the wing will not go
> far enough into the fuselage, by about inch. The top skin of the
> stbd wing forward of the spar is hitting the side of the fuselage and
> preventing the wing from sliding in as far as necessary. We also
> notice that the gap between the GDG01 jigs and the lift drag pin
> sockets (W26 & W27) on the stbd wing is large - over inch while it
> is small on the port wing - 1/8 inch. Is this a common problem and is
> the solution to trim the top skin?
>
> We have also noticed that the flap cross tube FL15 hits the top skin
> of the wing on both sides. Is the solution to trim the top skin to clear?
>
> When fitting the short wings to the fuselage, we stretched a string
> from wing tip to wing tip to check for sweep (Chapter 27-4). The MG
> manual does not include this step. It only requires measurement of the
> wings from the tailplane torque tube (Chapter 27a-2). Should we also
> check sweep with a string as before?
>
> Finally, the thickness of the spar bushings seems to be greater on the
> MG wings. Is a different length spar pip pin required?
>
> Thanks
>
>
>
> Jim & Heather Butcher N241BW
>
>
>
> *
>
>
> *
Message 4
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| Subject: | Oshkosh by air - return by Avis UPDATE |
For those keeping up with the story of the engine problem.
I used my enclosed trailer to recover the aircraft from its temporary exile
in Iowa and have returned it to Houston. I had hoped that the time apart
would give the plane a chance to think about it attitude.
I was off today and finally got around to pulling the cowls and going back
through the engine fuel system one step at a time. The fuel filters, as
before were clean. Testing the pumps showed the normal amount of unregulated
fuel flow of about 5 gallons in 10 minutes. Looking at the carburetor system
for how it works the mixture. I pulled each of the vacuum lines and checked
them for holes and cracks. I also inspected the 3-way valve for any dirt or
blockage. I pulled the airbox pressure sensor and checked that it was clean
of dirt and open to the back. I then pulled the static port that plugs in
through the firewall. I was surprised to feel it stick in the firewall as I
pulled it out. Looking back through the hole I noticed a rubber tube end
facing the inside of the hole?
Not remembering adding a vent hose to the sensor end I opened the access
panel to the firewall and removed the radios from the stack to get my hands
inside the panel to see what I had done.. I found the source of my problem
attached to a 3 inch piece of tape clearly marked REMOVE BEFORE FLIGHT.
I had left the cover over the end of the static port during sanding and
painting and had made plans to remove it before installing the instrument
panel. Guess what I forgot to do! UGH I left the rubber end cap on the
static port. I guess the first 80 hours the engine was run in a lower and
cooler environment then the last part of the Oshkosh trip. The added height
and temp was enough the cause the fuel-air mixture to be too lean with the
static port plugged.
I will give the plane a good going over this weekend while I have it
stripped down as I am at the 100 hour mark and want to check every thing but
I plan to get a flight test in the early part of next week weather
permitting.
Lesson learned if you plan to do something later, ADD it to your annex E
check list so you double check you got back to it. While this had a happy
ending it could have been a lot more exciting if the power failure had been
complete and at night.
_____
Message 5
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| Subject: | Re: Oshkosh by air - return by Avis UPDATE |
--> Europa-List message posted by: Ralph Hallett <n100rh@sbcglobal.net>
Richard,
Thanks for the follow up! Maybe, maybe you can keep me from doing the
same... ;)
Ralph
Richard Schultz wrote:
>
> For those keeping up with the story of the engine problem.
>
> I used my enclosed trailer to recover the aircraft from its temporary
> exile in Iowa and have returned it to Houston. I had hoped that the
> time apart would give the plane a chance to think about it attitude.
>
> I was off today and finally got around to pulling the cowls and going
> back through the engine fuel system one step at a time. The fuel
> filters, as before were clean. Testing the pumps showed the normal
> amount of unregulated fuel flow of about 5 gallons in 10 minutes.
> Looking at the carburetor system for how it works the mixture. I
> pulled each of the vacuum lines and checked them for holes and cracks.
> I also inspected the 3-way valve for any dirt or blockage. I pulled
> the airbox pressure sensor and checked that it was clean of dirt and
> open to the back. I then pulled the static port that plugs in through
> the firewall. I was surprised to feel it stick in the firewall as I
> pulled it out. Looking back through the hole I noticed a rubber tube
> end facing the inside of the hole?
>
> Not remembering adding a vent hose to the sensor end I opened the
> access panel to the firewall and removed the radios from the stack to
> get my hands inside the panel to see what I had done. I found the
> source of my problem attached to a 3 inch piece of tape clearly marked
> REMOVE BEFORE FLIGHT.
>
> I had left the cover over the end of the static port during sanding
> and painting and had made plans to remove it before installing the
> instrument panel. Guess what I forgot to do! UGH I left the rubber end
> cap on the static port. I guess the first 80 hours the engine was run
> in a lower and cooler environment then the last part of the Oshkosh
> trip. The added height and temp was enough the cause the fuel-air
> mixture to be too lean with the static port plugged.
>
> I will give the plane a good going over this weekend while I have it
> stripped down as I am at the 100 hour mark and want to check every
> thing but I plan to get a flight test in the early part of next week
> weather permitting.
>
> Lesson learned if you plan to do something later, ADD it to your annex
> E check list so you double check you got back to it. While this had a
> happy ending it could have been a lot more exciting if the power
> failure had been complete and at night.
>
> ------------------------------------------------------------------------
> *
>
>
> *
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