Today's Message Index:
----------------------
1. 12:33 AM - Wing rigging information request. (rparigoris)
2. 02:16 AM - David Corbett (Steven Pitt)
3. 05:52 AM - Re: Wing rigging information request. (Kevin Klinefelter)
4. 10:22 AM - Swiss Taildragger Carbon Undercarriage Leg (flyingphil2)
5. 11:54 AM - Rotax 914 manifold pressure increase questions for the experienced 914 fliers. (Bud Yerly)
6. 12:41 PM - Re: Rotax 914 manifold pressure increase questions for the exper (rparigoris)
7. 03:26 PM - Re: Rotax 914 manifold pressure increase questions for the exper (rparigoris)
Message 1
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| Subject: | Wing rigging information request. |
Hi Group
I am close to bonding in place the front and rear lift pin sockets and have a few
areas I would like input from those that have already done this task:
1) Did you bond in place both the starboard and port wing lift pin sockets at the
same time? How did the incidence come out once the supports were removed? Did
it change? If so which way did the change occur? Would you recommend to do
both wings at once if you were to do it again?
I am on fence at the moment on this one. My starboard wing needs more upward force
(I have a pump jack pushing up between the middle and outer flap on the trail
edge of the wing) than the port one does (the port requires very little upward
force). I am thinking I may want to bond the starboard side first. This way
if it twangs to a little more angle of attack, I would set the port wing to
match and probably have a better chance the port wing would not twang because
it is pretty happy with very little upward external forces on the trail edge.
2) To set proper angle of incedence, did you only push up on the trail edge of
the wing between the middle and outer flap hinge and let the wing be supported
by the spar pins? In other words the wing is only supported a little by the lifting
of the trail edge, but mostly by pushing down on the spar pin closer to
the root of the wing, and pushing up on the spar pin near the tip of the spar?
Then bond in place the the starboard and port wing lift pin sockets.
I am on the fence on this one as well. I am thinking I want to also push up on
the tip of the wing trailing edge at about the most outboard portion of the aileron
to get the spar pins to the point where I can at least rotate them.
I am afraid if I just set incidence by pushing up between the middle and outer
flap hinge, there is so much weight from gravity pushing on the spar pins and
jamming them, if I bond in place the lift pin sockets in this configuration it
may be very hard to rig and derig because the spar pins are binding.
3) This is just a curiosity question to see if there are others out there that
made the blunder I did when installing the rear socket shims.
We fabricated shims with wings rigged and angle of incedence set, taped a piece
of paper to fuse with circles on it and taped it in place to target the center
of the rear socket, had a .090" spacer on the shim, after drilling a small hole
in the center of paper template and shims then bonded the shim in place with
JB KWIK weld using the holes with the back of a drill bit for alignment and
4 BID over the shims.
OK 4 BID cured and time for a trial fit. This time instead of relying on my Mk
1 eyeball to make sure that 26B and 26A are in the middle of their wiggle, we
temporarily bonded in place G-10 spacers that holds these items perfectly in the
center of their wiggle room where the outboard side of the 26B housing is parallel
with the inboard 26A body (this is the side that will be bonded to the
fuse).
After trial fit we discovered not very nice results.
Oh well, tomorrow will be grinding off the top portion of these pads and adding
some shim to the bottom portion and reglassing.
I should have put on the G-10 shims first to hold the assembly neutral, it would
have saved me this second step.
Anyway it kinda fits as is but any positive Gs will be loading the 26A body because
it is at the limit.
Thanking you in advance.
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315408#315408
Message 2
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I have just spoken to Richard Corbett and have been informed that there
will
be a family ceremony in the morning of the 15th followed by a
Rememberance
Service at Shobdon Church (John the Evangelist) at 2.00pm in the
afternoon.
Steve Pitt
Committee Member
Europa Club
Message 3
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| Subject: | Re: Wing rigging information request. |
Hi Ron,
I did both at the same time. They came out fine, measuring the same as the
support set up. I recall one wing needing more force to be in position, as
you have noted.
Kevin
Message 4
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| Subject: | Swiss Taildragger Carbon Undercarriage Leg |
Hi,
I'm hoping to put an order in for a small batch of these this week. If anyone
else wants one who hasn't contacted me already then please let me know asap.
Thanks,
Phil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315438#315438
Message 5
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| Subject: | Rotax 914 manifold pressure increase questions for the experienced |
914 fliers.
OK guys. I need help on something Dean at Lockwood and I can't explain.
On climb with the manifold pressure set at 34 inches, the Airmaster holding
5500 RPM and starting altitude of 1000 MSL.
Observation:
During the climb the manifold pressure rises with the throttle locked firm.
By 5000 MSL I have to pull the throttle back about 1/4 inch.
By 10,000 MSL I have to to pull the throttle back another 1/4 inch.
As altitude is increased, the MP slowly creeps up at a rate of 1 inch of
manifold pressure per 5000 feet. Conditions at takeoff 17C, standard lapse
rate or near to it. Fuel used 100LL first test and Mogas RON 93... Stock
914, no intercooler good balance, Airmaster AP332 and AP420.
I don't do mush higher altitude flying any longer, but I never recalled this
characteristic in the newer 914s. Of course I have an old 914 in which
every AD ever written applies to, so confidence does not run real high.
Although the engine performs at sea level perfectly, it sounds great, and
has now in the last 50 hours been incredibly reliable and fuel efficient.
Temps are all fine. I can climb all day with the oil at 190F and the
Cylinder head at 220 at max continuous..
Please give me feedback if you have experienced similar indications on your
914 climb outs and or if your MPs are stable. Reading the maintenance and
operations manuals, the throttle once set at a specific RPM (that the prop
controls), the MP normally stays quite steady (granted, at these outside
temps the engine does not encounter thermal reset so I do not expect that
the computer is lowering my MP/power at low altitude and as temperature
drops in the climb, the throttle position calls for a higher MP be delivered
and the gate opens and MP increases). Only problem with my past experience
is the throttle will creep on some aircraft due to throttle friction
control. Perhaps I have just never paid attention closely before.
Proposed Troubleshoot were working on.
Dean at Lockwood and I have discussed it and we feel the following is the
best course.
1. Check the MP gauge. (I will put a Tee in and run two simultaneously and
pinch one off and the other to check.) Let's face it, if the MP gauge
leaked I would have decreasing MP readings.
2. Ambient Pressure and Airbox Sensors bench OK, at low static. Remove and
take pressure reading vs resistance/voltage readings to check operation
using a vacuum pump.
3. Check the sensor tubing of course.
4. Check leaning valve for operation.
5. Fly to Lockwood and climb out to altitude, record data, then download
computer via dongle program. (Yes my old engine needs a special adapter to
download the computer memory.)
Although I have always been able to troubleshoot my own engines, this one
may be just fine and normal, but I still find it a bit unusual. Of course
my real rub is I hate to have to pull the power back and note the rate of
climb drop, which is the reason for my quest.
Thanks guys,
Bud Yerly
Message 6
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| Subject: | Re: Rotax 914 manifold pressure increase questions for the |
exper
Hi Bud
"(granted, at these outside
temps the engine does not encounter thermal reset so I do not expect that
the computer is lowering my MP/power at low altitude and as temperature
drops in the climb, the throttle position calls for a higher MP be delivered
and the gate opens and MP increases). "
Just to be certain, the wastegate closes to increase MP.
Did you check that the wastegate and cable is very free and the cable is adjusted
where it has the spring pushing the wastegate closed properly?
Does the wastegate servo seem to be functioning properly? No hee bee gee bees more
than normal?
Perhaps if you have a spare servo you could try one if nothing else seems to work.
I seem to remember on a old style high time 914 someone ended up finding a
bad servo. I can't remember if he disassembled the servo and cleaned up the wipers
or replaced it.
Also check your plumbing, perhaps you have a wonky leak that somewhat changes with
temp and pressures. Inlet and outlet to carbs first. Perhaps your MP gauge
is leaking and somewhat sealing at altitude? Can you fly with dongle and see
if you are really gaining MP when climbing?
Good luck
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315460#315460
Message 7
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| Subject: | Re: Rotax 914 manifold pressure increase questions for the |
exper
Hi Bud
Noodeling your problem a bit:
Did you check to see if the airfilter is clogged/restricting?
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315487#315487
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