Today's Message Index:
----------------------
1. 12:27 AM - Re: Doors (JR Gowing)
2. 12:27 AM - Re: Doors (GRAHAM SINGLETON)
3. 07:43 PM - Re: Best device to ratify the Actual Fuel Flow on a 914 (David Joyce)
4. 08:04 PM - slow gettaway (Fred Klein)
5. 08:21 PM - Prop Balance (Richard Lamprey)
6. 08:21 PM - Re: Best device to ratify the Actual Fuel Flow on a 914 (PHILLIPS I)
Message 1
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Tony
Is the door too flat ie not bowed enough to snugly fit the rounded fuselage
- rounding it would also slightly shorten its height.
JR
Kit 327 in Oz
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony Renshaw
Sent: Saturday, 30 April 2011 11:45 AM
Subject: Europa-List: Doors
Gidday,
I am fitting my doors for the first time. I have NOT "snicked" them, or
attempted to alter their shape before installing the door hardware. It is in
! So, after some adjustment to the door hinge tangs to get them to fit in
the rebates I notice my door doesn't fit the fuse. It appears to be too long
aftwise for the rebate, and also too long in the vertical, hitting the
bottom of the fuse rebate when pushed home. Has anyone sanded the aft
vertical edge of a door to get it to fit, or the bottom edge? I hesitate to
do this as I know I have a history of taking off stuff that I shouldn't, and
its a real bugger to put back! Is there a strategy to applying heat to the
back vertical door stile to bend it nominally more, and thereby raise it?
Any advice on how to fit this up would be appreciated, and I seem to have
created a bit of a problem by installing the hardware prior to shaping the
doors, so most of Buds advice I have already foolishly ignored, or
overlooked. Any other takers??
RegGowing
Tony R.
_____
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Message 2
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Tony=0Ahave you talked to Kingsley? He fitted the Ted Gladstone door struts
, which is a =0Avery good mod but a lot of work. The other mod worth doing
is Mal Maclure's re =0Athe little pips he fitted to latch the door bottom e
dge closed. =0A=0ASimple and it works. Don't bother with a third shoot bolt
.=0AGraham=0A=0A=0A=0A=0A=0A________________________________=0AFrom: Tony R
enshaw <tonyrenshaw268@gmail.com>=0ATo: europa-list@matronics.com=0ASent: S
aturday, 30 April, 2011 2:44:57=0ASubject: Europa-List: Doors=0A=0A--> Euro
pa-List message posted by: Tony Renshaw <tonyrenshaw268@gmail.com>=0A=0AGid
day,=0AI am fitting my doors for the first time. I have NOT "snicked" them,
or =0Aattempted to alter their shape before installing the door hardware.
It is in ! =0ASo, after some adjustment to the door hinge tangs to get them
to fit in the =0Arebates I notice my door doesn't fit the fuse. It appears
to be too long aftwise =0Afor the rebate, and also too long in the vertica
l, hitting the bottom of the =0Afuse rebate when pushed home. Has anyone sa
nded the aft vertical edge of a door =0Ato get it to fit, or the bottom edg
e? I hesitate to do this as I know I have a =0Ahistory of taking off stuff
that I shouldn't, and its a real bugger to put back! =0AIs there a strategy
to applying heat to the back vertical door stile to bend it =0Anominally m
ore, and thereby raise it? Any advice on how to fit this up would be =0Aapp
reciated, and I seem to have created a bit of a problem by installing the
=0Ahardware prior to shaping the doors, so most of Buds advice I have alrea
dy =0Afoolishly ignored, or overlooked. Any other takers??=0AReg=0ATony R.
-========================
==================
Message 3
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Subject: | Re: Best device to ratify the Actual Fuel Flow on a 914 |
Tony, I have Graham's firewall with my 914 mono. My 2 fuel lines run along
the top R side of the tunnel before going over the left side to meet up with
the fuel switch and dual out & return Floscan fuel flow senders (which need
to be in the low part of the fuel circuit to discourage bubble
accumulation) under the central part of the tank. The single hole in the
firewall (along with all of the others) is sealed with red plumber's heat
resistant silicone sealant. The fuel lines are secured with small cable
ties going through small paired holes (with the cockpit side covered by the
coachwork material)
The senders go to a JPI 450 instrument which subtracts return
from outward flow. Certainly at the time I was fixing this up this system
appeared to have been the Rolls Royce of the possibilities, and Nigel
Charles had gone as far as saying he would not contemplate fitting any other
sender than the Floscan. Whether you can get a sensible reliable answer with
just a single sensor, in the face of the high 914 return flow, I doubt. This
arrangement has worked well for me for 9 yrs.
Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Tony Renshaw" <tonyrenshaw268@gmail.com>
Sent: Saturday, April 30, 2011 2:35 AM
Subject: Europa-List: Best device to ratify the Actual Fuel Flow on a 914
>
> Hi,
> I am attempting to determine where my fuel lines will go within my tunnel,
> through my Singleton Firewall, and then up to my 914, then what path is
> best for my fuel return line to take to route fuel back to the tank,
> without going downhill, and then back up again. This is hard without
> having the 914 out of its box, which is why I'd like advice for where in
> the firewall I should cut holes for my fuel hose. I am building a Bob
> Berube Conventional undercarriage, so I don't have bungee cord to
> consider. I also see merit in having the fuel lines supported within the
> tunnel, albeit I have 2 bulkheads to transit, the first is an internal
> stiffener and dividing panel about 6" back from the firewall, and another
> stiffening bulkhead an inch or so forward of the throttle, that links
> internally within the tunnel the front vertical face of the thigh
> supports, where my maingear is mounted underneath. This is to create a box
> section stiffener. So, how high up can I run my fuel lines in the !
> tunnel to exit Grahams firewall, and then have enough room for no radical
> bends up to engine inlet positions?
> Thanks.......also:
> I am aware of Matt Draille's Fuel Flow Controller advertised on his home
> page, and historically I recall others being available. I have only 1
> Floscan 201B, and they aint cheap, plus I don't have the said device yet
> either. If Matts is the best, well problem solved, but I am wondering if
> there is a workaround, such as an EFIS that will do this. How have others
> with a 914 solved this problem??
> Thanks
> Reg
> Tony Renshaw
>
>
>
Message 4
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...the most amazing thing about the event...
http://www.washingtonpost.com/blogs/post-partisan/post/william-catherine-and-that-aston-martin/2011/03/04/AFymSsFF_blog.html?hpid=z5
...and Kate's doing the driving!! (on the wrong side of the road to
boot!)
do not archive
Message 5
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Jeff, you are very welcome. I cant say that I can claim the credit for
this, I read about it somewhere many years ago. It is the fibre-'seam'
in the spinner that seems to cause most the inbalance, so the
counter-weight will lie somewhere opposite from this. Of course it is
quite challenging to get the spinner to float or lie in the water (with
its holes), but a good idea can be had about the imbalance, and a lot
cheaper and more convenient than dynamic balancing.
All best
Richard
Kenya
Message 6
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Subject: | Re: Best device to ratify the Actual Fuel Flow on a 914 |
Hi Tony
My fuel lines start of low to an Andair fuel valve followed by an Andair 375
Gascolator then to two inline filters followed by both fuel pumps all this
is inside
The tunnel, then its uphill to the fuel pressure sender just below the
tunnel top,
Then through the tunnel to the Floscan on top of tunnel behind the
instrument panel,
Then up the inside of the firewall to a position directly inline with the
fuel pressure
Regulator, this gives the shortest run with minimal heat sink, then back to
the firewall going through just slightly to the strb side of the fuel feed
and both covered
In fire sleeve,
Behind the firewall is my second Floscan wired to the Matronics box of
tricks,
I used soft aluminium pipe from the transducer around the firewall and
under the door to terminate into the aluminium vent fuel tank fitting, with
aluminium pipe its easy to make gentle bends to reduce turbulence and
improve fuel flow,
It sounds complicated but it users the shortest runs with the Gascolator at
the lowest point in the system with the majority of fitting protected inside
the tunnel from engine heat or outside cold, The fuel
pumps/Filters/Gascolator are easily serviceable with a drop down door to the
tunnel,
Regards
Ivor
G-IVER
On 30 April 2011 02:35, Tony Renshaw <tonyrenshaw268@gmail.com> wrote:
>
> Hi,
> I am attempting to determine where my fuel lines will go within my tunnel,
> through my Singleton Firewall, and then up to my 914, then what path is best
> for my fuel return line to take to route fuel back to the tank, without
> going downhill, and then back up again. This is hard without having the 914
> out of its box, which is why I'd like advice for where in the firewall I
> should cut holes for my fuel hose. I am building a Bob Berube Conventional
> undercarriage, so I don't have bungee cord to consider. I also see merit in
> having the fuel lines supported within the tunnel, albeit I have 2 bulkheads
> to transit, the first is an internal stiffener and dividing panel about 6"
> back from the firewall, and another stiffening bulkhead an inch or so
> forward of the throttle, that links internally within the tunnel the front
> vertical face of the thigh supports, where my maingear is mounted
> underneath. This is to create a box section stiffener. So, how high up can I
> run my fuel lines in the !
> tunnel to exit Grahams firewall, and then have enough room for no radical
> bends up to engine inlet positions?
> Thanks.......also:
> I am aware of Matt Draille's Fuel Flow Controller advertised on his home
> page, and historically I recall others being available. I have only 1
> Floscan 201B, and they aint cheap, plus I don't have the said device yet
> either. If Matts is the best, well problem solved, but I am wondering if
> there is a workaround, such as an EFIS that will do this. How have others
> with a 914 solved this problem??
> Thanks
> Reg
> Tony Renshaw
>
>
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