Today's Message Index:
----------------------
1. 04:47 AM - throttle actuator authority (Glenn Rainey)
2. 06:12 AM - Re: throttle actuator authority (Charlie Laverty)
3. 06:53 AM - Re: throttle actuator authority (Robert Borger)
4. 11:10 AM - Faulty fuel gauge (Frank Mycroft)
5. 04:13 PM - Re: throttle actuator authority (Bud Yerly)
6. 04:23 PM - Re: Should top wing skin be simulated when bonding on wing-profile jig (Bud Yerly)
7. 04:50 PM - Re: Faulty fuel gauge (Bud Yerly)
8. 07:53 PM - Crimping tools (Fergus Kyle)
Message 1
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Subject: | throttle actuator authority |
Setting about carb' rebalance (912) we were puzzled to find the setup unable to
achieve full throttle arm position at the carb - i.e. we are about the width
of a 1 UKP coin short of the full throttle stop ~3 mm, and in violation of the
rotax setup instructions.
Tracing this geometrical conundrum back it appears that the slot in the throttle
'quadrant' plate in the cockpit is too short by about ~2cm. Has anyone encountered
this? The build manual does not indicate dimensions of the throttle lever,
so either there is a mal-position of holes in the arm, or the slot was too
short to start with, or both. We have not yet opened the throttle lever box.
The aircraft has over 400hrs of normal ops, but we worry we might be a tad short
of full rated T/O power.
There was a small stop installed at idle (cockpit), however with this removed the
problem remains.
Glenn Rainey
Cumbernauld, Scotland
G-OJHL
classic monowheel
Message 2
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Subject: | Re: throttle actuator authority |
hi
I had a similar situation, I found that I had slotted the plate at at 90
degrees & when pushed forward the lever comes down at a angle on the top
corner. I removed this with a swiss file plus a little bit & got full
travel. The idle stop is required to prevent strain on the cable thimble
attachement on the carbs.
charlie laverty.
--------------------------------------------------
From: "Glenn Rainey" <nimbusaviation@YAHOO.COM>
Sent: Sunday, May 15, 2011 12:43 PM
Subject: Europa-List: throttle actuator authority
>
> Setting about carb' rebalance (912) we were puzzled to find the setup
> unable to achieve full throttle arm position at the carb - i.e. we are
> about the width of a 1 UKP coin short of the full throttle stop ~3 mm,
> and in violation of the rotax setup instructions.
>
> Tracing this geometrical conundrum back it appears that the slot in the
> throttle 'quadrant' plate in the cockpit is too short by about ~2cm. Has
> anyone encountered this? The build manual does not indicate dimensions of
> the throttle lever, so either there is a mal-position of holes in the arm,
> or the slot was too short to start with, or both. We have not yet opened
> the throttle lever box. The aircraft has over 400hrs of normal ops, but we
> worry we might be a tad short of full rated T/O power.
>
> There was a small stop installed at idle (cockpit), however with this
> removed the problem remains.
>
>
> Glenn Rainey
> Cumbernauld, Scotland
> G-OJHL
> classic monowheel
>
>
>
Message 3
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Subject: | Re: throttle actuator authority |
Glenn,
If you have sufficient space between the end of the throttle lever and the face
of the instrument panel and all that is preventing full throttle travel it the
slot in the top of the throttle quadrant, then get a thin file and gently file
the slot forward enough to obtain your full throttle opening. It shouldn't
take much additional movement of the throttle lever to get your 3mm at the carbs.
Be sure you replace your throttle lever idle stop as required by Rotax.
Blue skies & tailwinds,
Bob Borger
Europa Kit #A221 N914XL, XS Tri-Gear, Intercooled 914, Airmaster C/S Prop
http://www.europaowners.org/forums/gallery2.php?g2_itemId=60232
http://www.biplaneforumgallery.com/index.php?cat=10046
Europa Flying!
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On May 15, 2011, at 6:43, Glenn Rainey wrote:
>
> Setting about carb' rebalance (912) we were puzzled to find the setup unable
to achieve full throttle arm position at the carb - i.e. we are about the width
of a 1 UKP coin short of the full throttle stop ~3 mm, and in violation of
the rotax setup instructions.
>
> Tracing this geometrical conundrum back it appears that the slot in the throttle
'quadrant' plate in the cockpit is too short by about ~2cm. Has anyone encountered
this? The build manual does not indicate dimensions of the throttle lever,
so either there is a mal-position of holes in the arm, or the slot was too
short to start with, or both. We have not yet opened the throttle lever box.
The aircraft has over 400hrs of normal ops, but we worry we might be a tad short
of full rated T/O power.
>
> There was a small stop installed at idle (cockpit), however with this removed
the problem remains.
>
>
> Glenn Rainey
> Cumbernauld, Scotland
> G-OJHL
> classic monowheel
Message 4
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Subject: | Faulty fuel gauge |
I have a capacitance fuel gauge sender in a tube behind the baggage
compartment, and a VDO gauge on the panel. For some reason the gauge
refuses to read more than about 5/8ths full even when the tank is
brimming. I had this fault intermittently last summer, but after about
an hour's flying the fault corrected itself and the reading returned to
normal. Once the tank really is below 5/8ths full the gauge starts
functioning normally right down to empty. The vent appears to be clear
and blowing down it makes no difference. It was recently completely
emptied when I was replacing a fuel pipe, so there is no foreign
substance in the tube. The wiring appears to be sound. It's as though
the top part of the probe is inneffective, but as I don't understand
these things I would welcome advice. should I pull the capacitance tube
apart to look at it?
Frank Mycroft
Message 5
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Subject: | Re: throttle actuator authority |
Glenn,
The throttle slot is cut by the builder. Follow the build manual and
consider following the Rotax manual also. I build into the 914s a stop
for 100% and ensure the forward slot will just bend the throttle cables
at full 115%. For idle, I put a #10 nutplate and a 10-32 flat head
screw (a 525 10R-8 to 12 will work also) which is sufficiently long to
stop the throttle just as the carb idle stop is contacted. Those with
vernier style throttles have a bit of a chore. You must come up with
some method to stop from bending the idle stop which is a very common
rough running and engine failure problem.
Please consult the manual and pull the throttle box from the cockpit
module and get the throw correct. At the end of a project, when our
attention to detail should be peaked and our research impeccable, we all
make minor mistakes. Double check to be sure. I have never had a
problem with the stock throttle operating flawlessly.
Regards,
Bud Yerly
Europa Tech Support
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: Glenn Rainey<mailto:nimbusaviation@YAHOO.COM>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Sunday, May 15, 2011 7:43 AM
Subject: Europa-List: throttle actuator authority
<nimbusaviation@yahoo.com<mailto:nimbusaviation@yahoo.com>>
Setting about carb' rebalance (912) we were puzzled to find the setup
unable to achieve full throttle arm position at the carb - i.e. we are
about the width of a 1 UKP coin short of the full throttle stop ~3 mm,
and in violation of the rotax setup instructions.
Tracing this geometrical conundrum back it appears that the slot in
the throttle 'quadrant' plate in the cockpit is too short by about ~2cm.
Has anyone encountered this? The build manual does not indicate
dimensions of the throttle lever, so either there is a mal-position of
holes in the arm, or the slot was too short to start with, or both. We
have not yet opened the throttle lever box. The aircraft has over 400hrs
of normal ops, but we worry we might be a tad short of full rated T/O
power.
There was a small stop installed at idle (cockpit), however with this
removed the problem remains.
Glenn Rainey
Cumbernauld, Scotland
G-OJHL
classic monowheel
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 6
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Subject: | Re: Should top wing skin be simulated when bonding on wing-profile |
jig
Greg,
I find that measuring the wing skin thickness and using spacers to be
the idea way to set the wing incidence when using the incidence board.
You will notice that the wing skin has about a 1/4 inch of foam but that
foam ends before the root rib. The skin is about 6 layers thick at the
root or about a popsicle stick. The big thing is to get both wings the
same. Get anal about it and use a good digital level, the same
incidence board, a spacer set about 2 inches in front of where the rear
pin goes, and I even hold the level with the digital screen facing the
same way at the same exact position on the incidence board. Then,
before I glue it final, I step back and check by eye, the lower skin of
each wing of the aircraft from behind to verify that the bottom of the
wings both are at the same angle. See my website for trimming the
Europa.
Regards,
Bud Yerly
Europa Tech Support,
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: Greg Fuchs <mailto:gregoryf.flyboy@comcast.net>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, May 14, 2011 6:16 PM
Subject: Europa-List: Should top wing skin be simulated when bonding
on wing-profile jig
<gregoryf.flyboy@comcast.net<mailto:gregoryf.flyboy@comcast.net>>
To Any/All builders,
Before bonding the wing profile jig on the upper part of the wing
(when
installing flaps on the wings), is it assumed that the upper wing skin
thickness should simulated with a suitable spacer such as popsicle
sticks or
such? The jig, when placed on the wing root, lines up with the
indentation
where the top wing skin would be, at the rear of the wing. I placed
lately
taped-in sticks at the rear of the wing, where the jig will be set, to
simulate the top skin, in anticipation. The difference between both
ways is
only in the 1-2 mm area, but anyhoo.. Including spacers looks like it
would
-slightly- increase the reflex of the flap. Just trying to get a feel
for
what others have done, or interpreted this move. A short search on
matronics
did not eek out any results.
Thanks in advance,
Greg
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 7
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Subject: | Re: Faulty fuel gauge |
Frank,
I too have had some inconsistencies but mine seems to be a result of
differences in fuel. With Mogas (auto 94 octane fuel), My Westach gauge
with Princeton 5-S sender was perfect, but when I began using 100LL my
fuel gauge has been inconsitent on the low side. I have to recalibrate
everytime I switch gas, and with only half a tank it is awful. Luckily
the sight gauge works as does the JPI fuel totalizer.
Your system of a tube located behind the baggage compartment is a bit
different, and I would check that the tube does not have a bubble in it.
In flight, the bubble may become dislodged. Since it is behind the
baggage bay, it may not be visible to validate there is no bubble. Also
if you have the sensor tube detached from the sender circuit, then the
small vent hole in the outer aluminum tube may be leaning against the
fuel tube preventing full venting of the capacitance tube. That said,
if all is well behind the bulkhead:
Provided you have not been switching fuels, and since the problem is
with only the upper end, it does sound like a bad sender. The
Princeton, Skysport and Westach probes are not serviceable. They are
remove and replace items I am afraid.
Regards,
Bud Yerly
Custom Flight Creations, Inc.
www.customflightcreations.com<http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: Frank Mycroft<mailto:frankm@clara.net>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Sunday, May 15, 2011 2:06 PM
Subject: Europa-List: Faulty fuel gauge
I have a capacitance fuel gauge sender in a tube behind the baggage
compartment, and a VDO gauge on the panel. For some reason the gauge
refuses to read more than about 5/8ths full even when the tank is
brimming. I had this fault intermittently last summer, but after about
an hour's flying the fault corrected itself and the reading returned to
normal. Once the tank really is below 5/8ths full the gauge starts
functioning normally right down to empty. The vent appears to be clear
and blowing down it makes no difference. It was recently completely
emptied when I was replacing a fuel pipe, so there is no foreign
substance in the tube. The wiring appears to be sound. It's as though
the top part of the probe is inneffective, but as I don't understand
these things I would welcome advice. should I pull the capacitance tube
apart to look at it?
Frank Mycroft
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 8
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Graeme Bird,
You're right I was being too cute. For signals wires only (anything
under 3A), I have found my favourite connector - the DE-9 Subconnector. I
can connect up to 9 circuits through it in as many minutes with the
S904S/S904P oins and sockets and the B and C Specialty RCT-3 crimper.
Fit the wire end into the pin, slide the crimper over the end till
it's seated and squeeze.
Hope that's better
Ferg
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