Today's Message Index:
----------------------
1. 03:00 AM - Mixture control (Remi Guerner)
2. 03:20 AM - Tannkosh and other events in Germany (Remi Guerner)
3. 03:20 AM - Re: Has anyone mounted their battery aft of baggage (Frans Veldman)
4. 03:54 AM - Re: Has anyone mounted their battery aft of baggage (craig bastin)
5. 09:49 AM - Re: Mixture control (Terry Seaver (terrys))
6. 11:49 AM - Re: Importing a Europa to the USA (glenn crowder)
Message 1
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Hi Terry,
That interesting information. I am not surprised to learn that the
engine is running lean of peak at sea level, even at full power, as this
is consistent with the specific fuel consumptions advertised by Rotax.
I am interested in knowing more about your mixture control system.
My concern is about the reliability of this system as you are adding
piping from the engine to the cockpit and a sort of tap to control the
leak I suppose. What happens if one of the pipe connections leaks or
breaks? What are the effect of advancing or retarding the throttle if
you forget to enrichen first? Does that kill the engine?
Regards
Remi
>>>>> We are members of the Experimental Aircraft Association who have
built an 'experimental aircraft'. As such, among other things not
included in our standard kit, we have installed a mixture control on our
912S which bleeds manifold pressure back into the carb bowl vents.
Testing has shown that the standard rotax carb settings are actually
lean-of-peak at sea level on the front two cylinders and that it (of
course) gets richer with altitude, passing thru peak and on down the
richer side of peak EGT with increasing altitude. It is our assumption
that it is acceptable for them to run the engines this way (lean of peak
at take off) because the heads are liquid cooled.
We believe it is then a fair assumption that we can run the engine
lean-of-peak at altitude and <75% power, given that the factory settings
run the engine lean-of-peak at full power/sea level. Of course we
monitor our exhaust, head, water, and oil temps just to make sure
everything is happy while leaning at altitude
regards,
Terry Seaver<<<<<<<<<<<
Message 2
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| Subject: | Tannkosh and other events in Germany |
Hi Bruno and all,
The French RSA rally will be held in Vichy on July 10-12, 2009. Vichy
is located right in the center of France.
More info will be available within the next few months at
http://www.rsafrance.com
Hope many Europa will attend.
Regards
Remi
F-PGKL
>>>>>>>>I will issue the important dates via this forum. On other hand
we should
also build up Europa fleets for events in England, France, Austria and
other countries an our friends from the other countries should do the
same, so
that we can create a nice fly-in programme.
It would be great to show the strength of the Europa Family to all the
others.<<<<<<<<<
Message 3
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| Subject: | Re: Has anyone mounted their battery aft of baggage |
rparigoris wrote:
> That said I would like to visit why as you indicate a high resistance joint will
in fact occur with a soldered first, then crimped joint? Please elaborate,
as I am not quite certain as to the why after I got to thinking about it.
Consider solder as some kind of liquid. It moves over time, and gives
way to any stresses exercised on it. Crimping is a stress, and the
solder will slowly "flow" away under it. This process may take months or
even years, but it will move away finally.
If you crimp something, the connection is made by clamping two or more
metals together. If one of the metals involved is solder and gives way
over time, it compromises the entire "clamp", the whole thing loosens up.
> Thus wire is a pretty darn good fit. On one of my sample pieces I was fooling
with I soldered through a 1/8" hole and allowed solder to flow till I just saw
it out wire end.
> Just for ha has I tried a crimp on it. This is not something I plan to do on
the "real deal", but when I crimped the sample it seemed to work quite well meaning
that I think the solder joint under the crimp did not get too disturbed,
Just give it some rest, and re-evaluate the sample next year and see how
tight it is by then.
> Again strictly a hypothetical case, this joint will be seeing cranking amps of
~ 50 amps for not very long, and probably a continuous drain of under 10 amps
for longer than an hour, and charge max. of lets say best case 40 amps engine
at take off power with SD 20S and internal generator roaring, and perhaps 100
amps for a very short time if I was desperate enough to use a super automobile
for a jump on a completely dead battery.
In this case it may not be harmfull, but still the solder doesn't do any
good.
--
Frans
Message 4
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| Subject: | Has anyone mounted their battery aft of baggage |
Just a little further to the solder then crimp discussion. An electrical
engineer mate of mine told me that any sort of impact or shock to a soldered
joint is likely to fail over time. He was adament that any form of
mechanical
retention must be done before soldering. It was a few years ago now, but i
believe he mentioned something about work hardening of the joint.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Frans
Veldman
Sent: Tuesday, 6 January 2009 9:20 PM
Subject: Re: Europa-List: Has anyone mounted their battery aft of
baggage
rparigoris wrote:
> That said I would like to visit why as you indicate a high resistance
joint will in fact occur with a soldered first, then crimped joint? Please
elaborate, as I am not quite certain as to the why after I got to thinking
about it.
Consider solder as some kind of liquid. It moves over time, and gives
way to any stresses exercised on it. Crimping is a stress, and the
solder will slowly "flow" away under it. This process may take months or
even years, but it will move away finally.
If you crimp something, the connection is made by clamping two or more
metals together. If one of the metals involved is solder and gives way
over time, it compromises the entire "clamp", the whole thing loosens up.
> Thus wire is a pretty darn good fit. On one of my sample pieces I was
fooling with I soldered through a 1/8" hole and allowed solder to flow till
I just saw it out wire end.
> Just for ha has I tried a crimp on it. This is not something I plan to do
on the "real deal", but when I crimped the sample it seemed to work quite
well meaning that I think the solder joint under the crimp did not get too
disturbed,
Just give it some rest, and re-evaluate the sample next year and see how
tight it is by then.
> Again strictly a hypothetical case, this joint will be seeing cranking
amps of ~ 50 amps for not very long, and probably a continuous drain of
under 10 amps for longer than an hour, and charge max. of lets say best case
40 amps engine at take off power with SD 20S and internal generator roaring,
and perhaps 100 amps for a very short time if I was desperate enough to use
a super automobile for a jump on a completely dead battery.
In this case it may not be harmfull, but still the solder doesn't do any
good.
--
Frans
Checked by AVG - http://www.avg.com
7:20 PM
Message 5
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Hi Remi,
As I recall, we installed the Green Sky HACman mixture control system,
see their URL at;
http://www.greenskyadventures.com/bing/HACmandetails.htm
Since we already had manifold pressure (vacuum) behind our panel (for
the MP pressure transducer) it was only one additional line back to the
carb bowl vents to implement.
My partner in the plane, Dave DeFord, is the one who did most of the
installation and testing, so he knows it better than I do. We use the
mixture control on longer trips at altitude. You would want to use the
EGT on a front cylinder to set lean-of-peak mixture (since the front
cylinders run leaner the the rear), although just leaning until the
engine gets rough and then richening up a little also works just fine
(like I used to do with the Cessna 152). It does work better with the
throttle closed just a little, but may work some even at full throttle,
I don't quite remember that part. The engine can be expected to run
rough if you close the throttle and/or descend, but I don't ever
remember it actually dying. Any aircraft will run rough if you descend
without readjusting the leaned mixture, so this is really not all that
different, and you are unlikely to close the throttle for any other
reason than descending, are you?
I am not sure the leaning mechanism has enough 'authority' to actually
kill the engine, I will check with Dave later tonight to see if he
recalls testing for that.
regards,
Terry Seaver
________________________________
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Remi
Guerner
Sent: Tuesday, January 06, 2009 2:58 AM
Subject: Europa-List: Mixture control
Hi Terry,
That interesting information. I am not surprised to learn that the
engine is running lean of peak at sea level, even at full power, as this
is consistent with the specific fuel consumptions advertised by Rotax.
I am interested in knowing more about your mixture control system.
My concern is about the reliability of this system as you are adding
piping from the engine to the cockpit and a sort of tap to control the
leak I suppose. What happens if one of the pipe connections leaks or
breaks? What are the effect of advancing or retarding the throttle if
you forget to enrichen first? Does that kill the engine?
Regards
Remi
>>>>> We are members of the Experimental Aircraft Association who have
built an 'experimental aircraft'. As such, among other things not
included in our standard kit, we have installed a mixture control on our
912S which bleeds manifold pressure back into the carb bowl vents.
Testing has shown that the standard rotax carb settings are actually
lean-of-peak at sea level on the front two cylinders and that it (of
course) gets richer with altitude, passing thru peak and on down the
richer side of peak EGT with increasing altitude. It is our assumption
that it is acceptable for them to run the engines this way (lean of peak
at take off) because the heads are liquid cooled.
We believe it is then a fair assumption that we can run the engine
lean-of-peak at altitude and <75% power, given that the factory settings
run the engine lean-of-peak at full power/sea level. Of course we
monitor our exhaust, head, water, and oil temps just to make sure
everything is happy while leaning at altitude
regards,
Terry Seaver<<<<<<<<<<<
Message 6
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| Subject: | Importing a Europa to the USA |
Hey Robert=2C I just called the local FAA DAR in the north Denver area=2C T
erry Edwards and he says no problem. Just
get it here any way you can and he will just run it as a new US registered
experimental with a US N#. He will do
the inspection and you will get a new US airworthiness statement with a tem
porary flight limitation just like all new
US built experimentals receive=2C fly off the 40 hours and your'e good to g
o. You will not be able to carry passengers during this 40 hrs. Cost $450
.00 US. There will be no further inspections except the annual condition i
nspection=2C usually around $150. You can call Terry yourself 303-817-3745.
Very nice fellow.
Glenn
From: roberthatton1@googlemail.comTo: europa-list@matronics.comSubject: Eur
opa-List: Importing a Europa to the USADate: Mon=2C 5 Jan 2009 20:35:12 +00
00
I am looking to import my UK based Europa to the USA. I know there will be
a =93right way=94 to do this=2C and wonder if anyone can provide any advice
?
Any advice and information anyone may have on shipping to the USA=3B any su
ggested port to ship to=3B what has to be done to the aircraft from an FAA
perspective to make the aircraft legal in the USA=3B and anything anyone ca
n think of to help me in this process would be extremely useful.
I have not yet contacted the local FAA office yet=2C I thought I would try
and find out as much as possible that I could first.
Robert Hatton
email: roberthatton1@googlemail.com
UK Mobile: +44 79 66 184171
US Mobile: +01 303 906 9395
_________________________________________________________________
It=92s the same Hotmail=AE. If by =93same=94 you mean up to 70% faster.
http://windowslive.com/online/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broad
1_122008
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