Today's Message Index:
----------------------
1. 12:54 AM - Re: Propeller - Flying in rain (craig bastin)
2. 01:52 AM - Re: 912S - Flying in rain (David Joyce)
3. 01:59 AM - Re: Propeller - Flying in rain (David Joyce)
4. 05:08 AM - SV: Propeller - Flying in rain (Sidsel & Svein Johnsen)
5. 06:02 AM - Re: Self-Introduction - and looking for *ANY* info on N202Y (built by Jim Stoveken) (david miller)
6. 06:24 AM - Re: Self-Introduction - and looking for *ANY* info on N202Y (built by Jim Stoveken) (Christoph Both)
7. 07:55 AM - Re: Speaking Of Rough River (JEFF ROBERTS)
8. 10:09 AM - Re: Re: Cooling issues, once again! (Frans Veldman)
9. 11:10 AM - Re: Propeller - Flying in rain (Rob Housman)
10. 12:04 PM - Re: Propeller - Flying in rain (david miller)
11. 12:27 PM - Re: Re: Speaking Of Rough River (Fred Klein)
12. 02:21 PM - Re: Re: Cooling issues, once again! (GRAHAM SINGLETON)
13. 02:49 PM - FW: Restricted Airspace Notification - EGNW - 19/20 June 2010(Wickenby UK) (Robert C Harrison)
14. 03:09 PM - Re: Self-Introduction - and looking for *ANY* info on N202Y (built by Jim Stoveken) (Bud Yerly)
15. 03:11 PM - Re: Re: Cooling issues, once again! (Bud Yerly)
16. 06:27 PM - Intercooler for 914 (rparigoris)
Message 1
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| Subject: | Propeller - Flying in rain |
Heavy rain can (apparently, have heard this from several sources) erode the
leading edge of some props, in much the same way as sand can
which makes sense if you think about the water jet machining done these
days, mind you i wonder how long it would take to see any sort of
meaningful wear.
If anyone has any firsthand experience with this i am sure the group would
love to hear about it.
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Sidsel & Svein
Johnsen
Sent: Wednesday, June 09, 2010 3:44 PM
To: europa-list@matronics.com
Subject: Europa-List: Propeller - Flying in rain
Karl,
Can you please elaborate on what you say at the end of your response to my
question about flying in rain with air intake on top of cowling:
I have flown in the rain with the standard setup, while returning from
Oshkosh. I didn't notice any problems. But normally I try to avoid it,
because it isn't good for the propeller.
Regards
Svein
Message 2
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| Subject: | Re: 912S - Flying in rain |
Svein, Have flown with several groups of all sorts of Europas through rain
over the years, and have not known anyone to have any problems with the
engine system. Have heard but not experienced of propeller problems, and
would usually deliberately reduce prop RPM if rain cannot be avoided.
Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Sidsel & Svein Johnsen" <sidsel.svein@oslo.online.no>
Sent: Tuesday, June 08, 2010 5:13 PM
Subject: Europa-List: 912S - Flying in rain
> The current thread on combustion air, ram pressure, where to place the air
> intake, etc. brings up the issue of flying in rain with the Europa
> equipped
> with the 912S, having the air intake arranged as a NACA duct on top of the
> cowling and the plenum box just below the opening. There are two 3.3 mm
> (1/8") drain holes at the bottom of this plenum box, which will be able to
> drain away some water intake (you must fly with the ball in dead center
> for
> both to be effective). A certain air pressure build-up in the plenum
> makes
> the drainage more effective.
>
>
> One theory I have heard goes as follows: If the engine were stopped and
> surrounding air passed over the cowling at a speed of say 120 knots, very
> little rain would enter the air box. The air would be backed up in the
> NACA
> duct and "new" air and rain drops would for the most part pass over it.
> Given this starting scenario (the aircraft moving at a speed of 120
> knots):
> If you now have a running engine it will still not suck in so much
> combustion air that the velocity through the NACA duct is anywhere close
> to
> 120 knots + propeller slip stream velocity. Air would therefore still be
> backed up in front of the plenum intake, with a certain amount of the air
> and rain drops flowing over the inlet.
>
>
> Theory and reality are two different matters also in this case. What has
> been experienced when it comes to flying this configuration in rain
> (drizzle, light, heavy) - is it definitely to be avoided or is it more a
> matter of vertical and horizontal visibility?
>
>
> Regards,
>
> Svein
>
> LN-SKJ
>
>
Message 3
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| Subject: | Re: Propeller - Flying in rain |
Craig/Svein, I have heard of a Woodcomp prop stripping off some of its
carbon fibre sheathing in heavy rain, but having said that probably the
majority of the guys that I have flown with (& my own plane) have Woodcomp
props that have shown absolutely no effect.
Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "craig bastin" <craigb@onthenet.com.au>
Sent: Wednesday, June 09, 2010 9:00 AM
Subject: RE: Europa-List: Propeller - Flying in rain
> Heavy rain can (apparently, have heard this from several sources) erode
> the
> leading edge of some props, in much the same way as sand can
> which makes sense if you think about the water jet machining done these
> days, mind you i wonder how long it would take to see any sort of
> meaningful wear.
>
> If anyone has any firsthand experience with this i am sure the group would
> love to hear about it.
>
> craig
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com]On Behalf Of Sidsel & Svein
> Johnsen
> Sent: Wednesday, June 09, 2010 3:44 PM
> To: europa-list@matronics.com
> Subject: Europa-List: Propeller - Flying in rain
>
>
> Karl,
>
>
> Can you please elaborate on what you say at the end of your response to
> my
> question about flying in rain with air intake on top of cowling:
>
>
> I have flown in the rain with the standard setup, while returning from
> Oshkosh. I didn't notice any problems. But normally I try to avoid it,
> because it isn't good for the propeller.
>
>
> Regards
>
> Svein
>
>
>
Message 4
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| Subject: | Propeller - Flying in rain |
David/Craig,
Thanks for the feedback. Lots of stuff about this on the internet, I see,
but not indicating really serious consequences. To be avoided, of course,
for many reasons, but probably not to be feared.
Having an Airmaster with Warp Drive blades, I have now asked Airmaster for
any experience they may have. Will post here any information received.
Regards,
Svein
Message 5
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| Subject: | Re: Self-Introduction - and looking for *ANY* info on N202Y |
(built by Jim Stoveken)
Hi Luc,
It's about time that we had a Quebec Europa.
In Ontario we have a tri-gear in Cornwall and a mono and tri-gear in
London.
COPA or the RAA can provide info on importing, should not be a
problem as the aircraft has over 100 hours.
Regards,
Dave C-FBZI
On 8-Jun-10, at 6:38 PM, Luc Michaud wrote:
>
>
> Also, if you live close to Savannah GA and would like to help, pls
> contact me so we can discuss, as I need Europa knowledge, as well
> as paperwork knowledge, as well as export from USA to Canada
> knowledge, as well as... :(
>
> Finally, if you live anywhere near Montreal (Canada) and fly Europa
> monowheel airplanes, pls contact me. If you are a Canada-certified
> flight instructor, well then I'm dreaming !
> ...
>
> Best regards to this great community, which I hope I will be able
> to join shortly,
>
> Luc Michaud
>
>
Message 6
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| Subject: | Self-Introduction - and looking for *ANY* info on N202Y |
(built by Jim Stoveken)
Hi Luc: Hello, and welcome!
There is also a EUROPA Classic in Nova Scotia, in Wolfville, NS, close
to Halifax. This is currently the only Europa east of Montreal! Building
SLOW since 14 years! Fuselage and Tail feathers completed and painted
and in preparation for engine installation, instruments and interior.
Most XS mods incorporated but preferred the old cowling (with the dual,
expensive rads) and the huge spinner for looks. 912S and Woodcomp 3000 2
blade VP prop. Glider wing kit awaits completion once flying. Classic
wings still need filling , sanding and painting later this year. We have
a very nice country side airport (CCW3) 20 minutes drive from my home
where I am completing the kit.
Christoph Both
#223 Classic
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of david
miller
Sent: Wednesday, June 09, 2010 10:11 AM
Subject: Re: Europa-List: Self-Introduction - and looking for *ANY* info
on N202Y (built by Jim Stoveken)
Hi Luc,
It's about time that we had a Quebec Europa.
In Ontario we have a tri-gear in Cornwall and a mono and tri-gear in
London.
COPA or the RAA can provide info on importing, should not be a problem
as the aircraft has over 100 hours.
Regards,
Dave C-FBZI
On 8-Jun-10, at 6:38 PM, Luc Michaud wrote:
Also, if you live close to Savannah GA and would like to help, pls
contact me so we can discuss, as I need Europa knowledge, as well as
paperwork knowledge, as well as export from USA to Canada knowledge, as
well as... :(
Finally, if you live anywhere near Montreal (Canada) and fly Europa
monowheel airplanes, pls contact me. If you are a Canada-certified
flight instructor, well then I'm dreaming !
...
Best regards to this great community, which I hope I will be able to
join shortly,
Luc Michaud
href="http://www.matronics.com/Navigator?Europa-List">http://www.matron
i
cs.com/Navigator?Europa-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
o
ntribution
Message 7
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| Subject: | Re: Speaking Of Rough River |
Fred and All,
Do we have a date for Rough River yet?
Jeff R. N128LJ Gold Rush
On Jun 8, 2010, at 6:06 PM, Fred Klein wrote:
>
>
> On Jun 8, 2010, at 3:38 PM, Luc Michaud wrote:
>
>> Hello everyone,
>>
>> My name is Luc Michaud, and I have just joined the Europa-List
>> yesterday.
>
> Luc,
>
> Excellent introduction !! I'm sure you'll make many friendships in
> the Europa community.
>
> Glad to learn you're not a Metropole (not that I have anything
> against the French)...hope you'll join us in September for the Rough
> River, KY europa fly in.
>
> Good luck w/ your quest,
>
> Fred
>
>
Message 8
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| Subject: | Re: Cooling issues, once again! |
On 06/09/2010 12:16 AM, Frans Veldman wrote:
> If weather cooperates, we can tomorrow do some flight testing. I will
> let you know.
Flight testing complete. Could take off at 115%, without any
temperatures increasing during the prolonged climb out at 115%, with 75
knots. Water and oil stabilized at 90 C. This was with the cowl flap
halfway closed, and an OAT of about 20 degrees.
Can't believe what a difference it made to split up the two radiators.
(This is more than just "lowering" the oil radiator: they now don't
share any cooling air anymore). Amazing that just a 2 inch hole with
cold air for the oil cooler is doing much more than sending all the air
from the water radiator through the oil cooler.
Now the oil radiator is gone from the duct, and I have surplus cooling,
I can slim down the cooling duct and tunnel, and probably gain a few knots.
I think the lesson to be learnt here is that the combination of oil
cooler and water radiator is too restrictive to the cooling air. You can
compensate this poor cooling by promoting air flow over the engine, but
this is more costly in drag terms than to just give the oil cooler a
dedicated air inlet of 2 inch.
Frans
Message 9
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| Subject: | Propeller - Flying in rain |
I cannot speak from personal experience but having worked for a manufacturer
of leading edge abrasion strips for ten years I can offer a relevant
comment. In the case of composite propeller blades and rotor blades the
industry (with one notable exception, Robinson) use electroformed nickel on
the leading edge to protect against both rain and solids that would
otherwise damage the leading edge. Other materials are better for either
rain or solids but nickel is a superior compromise because it protects
against damage from both.
In commercial or military service composite blades require leading edge
protection of some sort and if not nickel then stainless steel (Robinson) is
used. Obviously our Europas will not be flown regularly in rain but any
flown often from dirt strips should be equipped with leading edge protection
on composite (or wood) blades.
Best regards,
Rob Housman
Irvine, CA
Europa XS Tri-Gear
A070
Airframe complete
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig bastin
Sent: Wednesday, June 09, 2010 1:01 AM
Subject: RE: Europa-List: Propeller - Flying in rain
Heavy rain can (apparently, have heard this from several sources) erode the
leading edge of some props, in much the same way as sand can
which makes sense if you think about the water jet machining done these
days, mind you i wonder how long it would take to see any sort of
meaningful wear.
If anyone has any firsthand experience with this i am sure the group would
love to hear about it.
craig
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Sidsel & Svein
Johnsen
Sent: Wednesday, June 09, 2010 3:44 PM
Subject: Europa-List: Propeller - Flying in rain
Karl,
Can you please elaborate on what you say at the end of your response to my
question about flying in rain with air intake on top of cowling:
I have flown in the rain with the standard setup, while returning from
Oshkosh. I didn't notice any problems. But normally I try to avoid it,
because it isn't good for the propeller.
Regards
Svein
href="http://www.matronics.com/Navigator?Europa-List">http://www.matronhref
"http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 10
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| Subject: | Re: Propeller - Flying in rain |
My new Sensenich has leading edge protection, but the paint on the
blades is already showing signs of wear, I think due to grit on the
runways and taxiways.
I'm now keeping the RPM down while taxying, hoping that this will
minimise further damage.
Dave C-FBZI
On 9-Jun-10, at 12:16 PM, Rob Housman wrote:
> I cannot speak from personal experience but having worked for a
> manufacturer of leading edge abrasion strips for ten years I can
> offer a relevant comment. In the case of composite propeller
> blades and rotor blades the industry (with one notable exception,
> Robinson) use electroformed nickel on the leading edge to protect
> against both rain and solids that would otherwise damage the
> leading edge. Other materials are better for either rain or solids
> but nickel is a superior compromise because it protects against
> damage from both.
>
>
> In commercial or military service composite blades require leading
> edge protection of some sort and if not nickel then stainless steel
> (Robinson) is used. Obviously our Europas will not be flown
> regularly in rain but any flown often from dirt strips should be
> equipped with leading edge protection on composite (or wood) blades.
>
>
Message 11
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| Subject: | Re: Speaking Of Rough River |
On Jun 9, 2010, at 7:39 AM, JEFF ROBERTS wrote:
> Do we have a date for Rough River yet?
Jeff...not that I'm aware of...setting such a date is above my pay
grade...Fred
Message 12
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| Subject: | Re: Cooling issues, once again! |
Well done Frans!=0AI don't think much heat goes through the fins on the cyl
inder anyway. All the heat is generated in the cylinder head and goes throu
gh the head into the coolant and through the piston to heat the oil. Probab
ly better to let the bores warm up to match the piston temperature anyway.
More constant clearances, imho of course.=0AGraham=0A=0A=0A=0A=0A__________
______________________=0AFrom: Frans Veldman <frans@privatepilots.nl>=0ATo:
europa-list@matronics.com=0A=0A=0ACan't believe what a difference it made
to split up the two radiators.=0A(This is more than just "lowering" the oil
radiator: they now don't=0Ashare any cooling air anymore). Amazing that ju
st a 2 inch hole with=0Acold air for the oil cooler is doing much more than
sending all the air=0Afrom the water radiator through the oil cooler.=0A
=0A You can=0Acompensate this poor cooling by promoting air flow over the e
ngine, but=0Athis is more costly in drag terms than to just give the oil co
oler a=0Adedicated air inlet of 2 inch.=0A=0AFrans=0A
Message 13
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| Subject: | FW: Restricted Airspace Notification - EGNW - 19/20 June |
2010(Wickenby UK)
This is really an invitation to our annual bash, be you from Europe or UK,
Europa birds or any kind., please support us for various charity causes
including Lincs Air Ambulance and Flights for Life.
Overnight camping is cleared OK and good food and club facilities.
Regards to all .....hope to see you on the authorized times.
Bob Harrison G-PTAG
_____
From: Joanna White [mailto:joanna_white@me.com]
Sent: 09 June 2010 15:59
Subject: Restricted Airspace Notification - EGNW - 19/20 June 2010
Hi there,
You may be unaware of the air show times for wings and wheels weekend, when
aircraft movements 3nm around Wickenby will be restricted. Please read
below for details of operation times. If you can't see an image below then
please visit - <http://www.wickenbyairfield.com/notam/index.html>
http://www.wickenbyairfield.com/notam/index.html
Thank you,
Joanna White
Wickenby Aerodrome <http://www.wickenbyairfield.com/images/topbar960.jpg>
<http://www.wickenbyairfield.com/> Home
<http://www.wickenbyairfield.com/airfield/> About Wickenby
<http://www.wickenbyairfield.com/contact/> Contact Wickenby
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<http://www.wickenbyairfield.com/links/flightplan/> Wickenby Wings & Wheels
<http://www.wickenbyairfield.com/airfield/visitbyair/> Visit by air
<http://www.wickenbyairfield.com/airfield/visitbycar/> Visit by car
<http://www.wickenbyairfield.com/airfield/attractions/> Attractions
<http://www.wickenbyairfield.com/images/block_white.gif>
<http://www.wickenbyairfield.com/images/222.gif>
Wickenby Wings and Wheels 2010
Information for visiting pilots
On 19th and 20th June Wickenby Airfield will have restricted access to the
airspace around our ATZ due to air show activities. Visiting aircraft
movements will not be allowed between the following times:
Saturday 19th: 11.15 to 12.45 LOCAL - 15.15 to 16.45 LOCAL
Sunday 20th: 11.15 to 12.45 LOCAL - 15.15 to 16.45 LOCAL
Airspace of 3nm radius around the airfield extending up to 4,500 feet AMSL
will have restricted access between these times.
Outside of these hours the airfield will operate as normal, however due to
expected traffic volumes PPR by telephone is not required for this weekend.
All visiting aircraft please call when 5nm from Wickenby on 122.450 for
advice regarding joining procedures. When approaching and departing Wickenby
we recommend you contact Waddington Zone for traffic information on 127.350.
<http://www.wickenbyairfield.com/airfield/plan.html>
<http://www.wickenbyairfield.com/airfield/plan.html>
<http://www.wickenbyairfield.com/airfield/plan.html> wickenby plan
<http://www.wickenbyairfield.com/airfield/plan.html> No non-radio aircraft
accepted due to the expected volume of traffic over the WWW weekend. Please
contact the airfield operator for any special arrangements.
Click on image to view Pooleys
layout of Wickenby 2010
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The Control Tower, Langworth, Lincoln. LN3 5AX. Telephone 01673 885000
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Message 14
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| Subject: | Re: Self-Introduction - and looking for *ANY* info on N202Y |
(built by Jim Stoveken)
Luc,
I am Bud Yerly of Custom Flight Creations, the US Europa Dealer for and
also Tech Assistance for Europa Aircraft. I am the "some guy" in
Florida, and did the mods to Jim Stovekin's now Arthur Goodman's old
Classic converting the tail wheel and the Classic wing mod. All the
work done is in the logs.
Contact me off line direct at my email if you have questions.
Bud Yerly
Custom Flight Creations
Shop Phone 813 653-4989
Cell 813 244-8354
----- Original Message -----
From: Luc Michaud<mailto:rambug@gmail.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Tuesday, June 08, 2010 6:38 PM
Subject: Europa-List: Self-Introduction - and looking for *ANY* info
on N202Y (built by Jim Stoveken)
Hello everyone,
My name is Luc Michaud, and I have just joined the Europa-List
yesterday.
I'm in the Montr=E9al region, and work in the IT group of Bombardier
Aerospace (mostly on CAD/CAM/CAE/PLM/ERP projects).
I have been involved in the aviation world early on, getting both
glider and private pilot licenses even before my driver's license -
thanks to the Royal Canadian Air Cadets. Glider on Schweizer SGS 2-33's
in St-Honore, private on C152 in Bromont, both in Quebec, Canada.
The idea of building my own airplane was already quite present in my
mind, and I was fantatizing about eventually getting my own plane - at
the time, the Quickie-2. But, I was young, broke, and had to wait...
Wait I did... Then in the mid 90's, as my career was taking a lot of
room, I feel in love... ...with the Europa ! Zoom Campbell and all them
other guys were so drooling over it, and I couldn't wait to join them,
soon...
Soon was not soon enough, if you ask me, but here I am ! A few weeks
ago, I looked around for which kit would now be best. Europa and
Dynaero were pretty much the 2 contenders...
Then, about 3 weeks ago, my wife convinced me that I was a better idea
to fly my own airplane than spend years building it, whilst barely
flying, in others' airplanes. So off I went looking...
I found an Europa monowheel, classic, for sale, on barnstormers...
Airworthy, 300 hours TT, Rotax 912, Prince prop, bunch of mods done.
Already sent a deposit to the current owner.
Now, I'm trying to get any info that you guys may have on that
airplane. It's N202Y, built by James N Stoveken, out of Ocean Isle
Beach, North Carolina, and first flew in the Spring of 1999. I got to
talk with Jim, a really great guy; he flew about 280 hours of bliss on
his N202Y, before selling it about 2 years ago due to not being that
young a coot anymore, and already having a great Ercoupe (Alon A2).
His prior builds included a Quickie and a Boredom Fighter, so I felt
that he must have had the right stuff to build a sweet Europa.
So, now I'm trying to buy N202Y from Edward Arthur Goodman. I
gathered that the airplane is in Townsend, GA. Mr. Goodman has had
someone putting in a bunch of mods (in Florida ?), the list of which I
am yet to get. I know he got the tailwheel moved to the back, but am
not certain if he got the wing mod done. I presume he did, as he got
N202Y's annual signed off in 2010/03 (your thoughts ?).
...
So now, I'm trying to get *ANY* info on N202Y... If you've seen it,
worked on it, flew it, let me know.
Also, if you live close to Savannah GA and would like to help, pls
contact me so we can discuss, as I need Europa knowledge, as well as
paperwork knowledge, as well as export from USA to Canada knowledge, as
well as... :(
Finally, if you live anywhere near Montreal (Canada) and fly Europa
monowheel airplanes, pls contact me. If you are a Canada-certified
flight instructor, well then I'm dreaming !
...
Best regards to this great community, which I hope I will be able to
join shortly,
Luc Michaud
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 15
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| Subject: | Re: Cooling issues, once again! |
Frans,
Lowering the oil cooler and plugging the gap between the two is all that
is necessary normally even for the 914. If you put the coolers dead
behind one another you better only have a 912. Once the oil cooler is
moved down as low as it can go and the leaks plugged around and between
the coolers, it cools very well up to about 95 degrees F, then I hate to
say it but I have to climb out at 90 Kts with power at 34 inches to keep
the #3 cylinder temp below 250. Simple ducting to bring cooling air
over the top cures that, but I still climb out at 90, to keep things at
about 230. I run Evans coolant right now, just to test it, and found I
prefer glycol as the engine runs a bit cooler. Now if I could stop this
stupid turbo from leaking still.
In my cooling briefing I published I too feel as you, why not just bathe
the coolers in their own air. It will work as you have seen.
Bud Yerly
----- Original Message -----
From: GRAHAM SINGLETON<mailto:grahamsingleton@btinternet.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Wednesday, June 09, 2010 5:20 PM
Subject: Re: Europa-List: Re: Cooling issues, once again!
Well done Frans!
I don't think much heat goes through the fins on the cylinder anyway.
All the heat is generated in the cylinder head and goes through the head
into the coolant and through the piston to heat the oil. Probably better
to let the bores warm up to match the piston temperature anyway. More
constant clearances, imho of course.
Graham
-------------------------------------------------------------------------
-----
From: Frans Veldman <frans@privatepilots.nl>
To: europa-list@matronics.com
Can't believe what a difference it made to split up the two radiators.
(This is more than just "lowering" the oil radiator: they now don't
share any cooling air anymore). Amazing that just a 2 inch hole with
cold air for the oil cooler is doing much more than sending all the
air
from the water radiator through the oil cooler.
You can
compensate this poor cooling by promoting air flow over the engine,
but
this is more costly in drag terms than to just give the oil cooler a
dedicated air inlet of 2 inch.
Frans
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avigator?Europa-List>
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Message 16
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| Subject: | Intercooler for 914 |
Has anyone measured the air-box temperature drop (if any) when using the inter
cooler (Bell?) installed as per Factory instructions (John Hurst)?
If you wouldn't mind sharing particulars, that would be appreciated.
For those of you flying 914 without inter cooler, have you ever reached intervention
temperature where TCU turned down pressure?
If you wouldn't mind sharing particulars, that would be appreciated including if
you have new style TCU with 88C air-box.
Very discouraging that Frans found that his inter cooler didn't drop air box temperature
at all.
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300776#300776
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