Today's Message Index:
----------------------
1. 09:59 AM - Re: Rotax 914 starting problems when hot (Dean Seitz)
2. 01:57 PM - Re: Re: ipad mount (Raimo Toivio)
3. 02:23 PM - Re: Re: Europa for repair on AFORS (Raimo Toivio)
4. 03:28 PM - Re: Show us your panels ! (Raimo Toivio)
5. 03:51 PM - Re: off topic: Words of Wisdom for Aviators (Raimo Toivio)
6. 04:28 PM - A Monowheel landing (Raimo Toivio)
7. 07:04 PM - Re: A Monowheel landing (Fred Klein)
Message 1
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| Subject: | Re: Rotax 914 starting problems when hot |
Just a little update on the Fuel Injection Project. Two weeks ago I had the plane
up over the airport and switched from carbs to injection for the first time.
Everything went great. Ran fine for about 20 minutes, switched bach to carbs
and landed. Last weekend I flew from Kism (kissimmee) to Kgif ( winter haven)
on carbs while monitoring all readings from the injection system. All looked
well so return trip was made entirely on the injection system. Taxied out,
took of at Kgif, flew back to Kism, landed and taxied in.
Fuel usage was very rich for most speeds and throttle settings, have to start modifing
the fuel map to get the mixtures right.
Hope to soon be running on it most of the time.
Dean Seitz
XS Trigear Hightop 914 Airmaster
---- Dean Seitz <daseitz@cfl.rr.com> wrote:
> OK, I'll put my two cents in on this one. Ever since my 914 was new it has had
this problem. Starts right away oe after half hour, but not after ten minutes.
When this happens it is flooded. it will start firing with the throtle almost
full open and finally start running. This is with both pumps off. After it
starts turning the pump on will flood it again. I have to bump the pump on for
a moment at high RPM wait till it clears and bump again until it will stay running
then all is well.
> I have asked when down at Lockwood and all they would say is the carbs need to
be rebuilt. If this is the case it was sold to me new with bad carbs since it
has done it from day one.
> I have given up trying to figure it out. If anyone can let us know. In the meantime
I an making my own fuel injection system for it. So far I have it running
from 2000 to 4000 rpm on the ground tests. This will be able to run on the
carbs or the injection. I hope to make it available when it is finished for under
$4000.00 It will still be a while before all the desiging and testing will
be completed though.
>
> Be nice if someone could figure the flooding problem out in the meantime
>
> Dean Seitz
>
>
> ---- Frans Veldman <frans@privatepilots.nl> wrote:
> >
> > Hi everyone,
> >
> > I guess I'm not the only one having this problem. The main problem here
> > is that I don't understand why it is happening.
> >
> > If I arrive at an airfield in hot weather, I can restart either right
> > away, or after a considerable time. If I just refuel without having a
> > meal, I get into a time window where the engine has difficulties starting.
> >
> > It is a vapour lock problem of some sort, but I don't know how this can
> > happen. Sure, the inside of the cowling is hot and residual heat from
> > the turbo is, without the large fan upfront turning, cooking the fuel.
> > But I thought that the 914 is supposed to be immune from the problem.
> >
> > Up to the pressure regulator the fuel is recycling when I switch on the
> > electric fuel pump. Any vapour up to the pressure regulator is directed
> > back into the tank and being replaced by fresh and cold fuel.
> >
> > The carb bowls might have been cooked empty, but then the floats will
> > have dropped and fresh fuel will pour in as soon as I switch on the
> > pumps. The fuel line between the pressur regulator is not recycled but
> > if it contains vapour then it will escape via the opened carb needle and
> > not raise the floats, so it will gently escape until being replaced by
> > liquid fuel, being driven there by the electric pumps.
> >
> > So... why won't then darn thing just start?
> >
> > Yesterday I was exactly experiencing this problem. After arriving at an
> > airport to go to the service center for the bi-annual pitot and static
> > systems test, and with the engine switched off for about ten minutes I
> > couldn't restart it. No matter how long I kept the fuel pumps running,
> > applied choke, (just in case the mixture was too lean) or was just
> > cranking with the throtthle wide open to vent the cylinders (in case it
> > was too rich), the engine would just crank without even a faint single hit.
> > So I abandoned the plan to taxi to the refueling station, and had a
> > lunch instead. Of course after that the engine started up right after
> > just a half turn of the prop...
> >
> > So... why is this happening? I'm interested in solving this problem, but
> > primarily I want to know why this is happening because according to my
> > reasoning it shouldn't be happening in the first place. What am I
> > missing here?
> >
> > Oh BTW, on the return home I got caught by non predicted early set in of
> > night fog, with a very rapidly dropping cloud base (never seen it
> > falling that fast). With my home base being the closest and most
> > promising airfield once I got forced down to 500 feet I advanced the
> > throttle to 100% (not 115%) and got over 155 knots IAS worth out of it
> > on my freshly calibrated ASI, which was quite an experience so low over
> > the ground. At my homefield I arrived less than 15 minutes later with
> > the local cloud base still at 1000 feet (as announced/predicted by ATC
> > half an hour earlier), but I was thankful nevertheless to have been able
> > to speed out of that threathening situation that fast. If it weren't for
> > the obligatory static/pitot test to renew my airworthiness review
> > certificate I wouldn't have been flying at all that day, so much for the
> > bureaucrats that want to enforce my safety this way. Anyway, the
> > pitot/static systems worked flawless (I would have had noticed it myself
> > it if they weren't) and I'm good to apply for renewal of the desired
> > certificate.
> > All this while I had unwittingly broke my smallest toe by bumping into
> > my wife unintentionally (honestly!) and was undergoing this flying
> > experience with some discomfort to enhance the flying experience even
> > further. At least the latter problem has been diagnosed correctly today,
> > so now I just want to get diagnosed the vapour lock problem as well. Who
> > can shine some light on this mystery?
> >
> > Frans
> >
> >
> >
> >
> >
> >
> >
> >
Message 2
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Hello Barry,
yes - I have same opinion; a fuel totalizer is a
very useful equipment. That is why I installed it.
It is almost magic how accurate it shows how much
you spend, how much you have, how much you need to
your leg and how much you will have still left
after arrival to your destination etc. It coupled
to the 3rd GPS (Garmin HVS-35). I also have a fuel
pressure gauge which can give an early warning in
certain situations. That has once made my day.
We had really fun! Singing karaoke, having sauna,
good food and nice drinks and for example flying
Comp-Air 8 with a Walter Turbine (what a boost!)
with a mandatory deal baleing out! Kim was there
because he was awarded to get "The Longist
Distance to Come" (from LA California) and I was
there because because awarded to get "The Shortest
Distance to come" (40 nm from EFTP). I flew
together with Kim about 6 hrs and that was
awesome. He is a man with great Europa experience
and clear thoughts as well as wonderful sense of
humour.
The weather during the weekend was mostly between
acceptable and good, flights from EFTP to ESVB, to
2xEFJM and to EFHF and back succeeded as planned
on Wed, Fri, Sun and Mon with a good VFR
marginals.
All the participants of EAN 2012 got a miniature
composite fast build (aluminium!) kit "Europa
MultiG" to complete with four (4) different
landing gear style to suit for every possible
taste.
Read more from the next Europa Magazine!
You are always welcome here. How about EAN 2013
???
Cheers, Raimo
-----Alkuper=E4inen viesti-----
From: tennant
Sent: Friday, June 01, 2012 6:02 PM
Subject: Europa-List: Re: ipad mount
<barrington.tennant@gmail.com>
Hi You 2,
Have fun this weekend.
I'm stuck inside renovating the kids apartments
this weekend. I am trying to steal the time to fly
down to Bruno's club airfield open day tomorrow
for a couple of hours.
Because my first flight was in 1997 all this
digital "schnick schnack" was not available.
However like you I use a fuel totaliser which I
think should be compulsory as should a fuel
pressure warning lamp.
My Skymap is coupled to a wing leveler / A.P. and
thats it.
Its enough to get me from Spain to Scandinavia.
I also used to use only an electric turn
coordinator in reduced visibility but now I have a
horizon as well.
Hope to meet you some time.
Barry
--------
Barry Tennant
D-EHBT
At EDLM - Germany
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Message 3
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| Subject: | Re: Europa for repair on AFORS |
Hi /All
I read this accident summary. There was a mention
"pilots workload was increased because the master
switch was off and the trim was then unavailable".
That is bad.
I have connected the trim and all the warnings
like a gear warning so, that I still have have
them as well as a re-start possibility.
There is a separate mechanical grand-masterswitch
which cuts really everything. I use that only
during long stops (days) /own hangar stops because
that deactivates also an alarm /a bandit radar.
Raimo
-----Alkuperinen viesti-----
From: stephen vestuti
Sent: Saturday, June 02, 2012 1:13 PM
Subject: Europa-List: Re: Europa for repair on
AFORS
vestuti" <s.vestuti@gmail.com>
Hi Gerry,
nice to see you may be building another Europa.
Hope you manage to
find somthing.
Incidentally, that's been for sale for a really
long time - it's obviously not worth what he's
asking,
Steve.
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Message 4
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| Subject: | Re: Show us your panels ! |
-----Alkuperinen viesti-----
From: R Holder
Sent: Sunday, June 03, 2012 10:19 PM
Subject: Re: Europa-List: Show us your panels !
HTH
PS, my logic says that every electrical joint is
soldered
as crimping is a) a poor mechanical connection and
b) a
poor electrical connection :-) Soldering is a very
good
mechanical and electrical connection; I just make
sure
there is no wicking of solder up the cable by
minimising
the amount of solder and holding the joint the
right way
when soldering.
[Stands back and waits for incoming flak]
Do agree. I have soldered all the possible joints.
They will last forever.
Raimo
OH-XRT
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Message 5
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| Subject: | Re: off topic: Words of Wisdom for Aviators |
And...
There are two kind of Monowheel pilots; those who have landed a wheel
retracted and those who have not done it, so far.
There are skilled pilots who use their superior abilities to find out a
way succesfully from a horrible situations and those wise pilots who use
their rich knowledge to avoid such situations.
Raimo
OH-XRT
From: Robert Borger
Sent: Tuesday, June 05, 2012 1:26 AM
Subject: Re: Europa-List: off topic: Words of Wisdom for Aviators
And=85
Any landing that you can use the airplane again is an excellent landing.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop.
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com
On Jun 4, 2012, at 2:50 PM, William Daniell wrote:
And=85
Any landing your walk away from is a good landing.
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of craig
Sent: 02 June, 2012 00:30
Subject: Europa-List: off topic: Words of Wisdom for Aviators
You've probably all heard these before - but this is such a great
compendium of 1 liners, I couldn't resist. At least it should brighten
your day(s) for a few seconds.
Both optimists and pessimists contribute to society. The optimist
invents the airplane, the pessimist, the parachute.
If helicopters are so safe, how come there are no vintage helicopter
fly-ins?
Death is just nature's way of telling you to watch your airspeed.
Real planes use only a single stick to fly. This is why bulldozers
& helicopters -- in that order -- need two.
There are only three things the copilot should ever say:
1. Nice landing, Sir.
2. I'll buy the first round.
3. I'll take the fat one.
As a pilot only two bad things can happen to you and one of them
will.
a. One day you will walk out to the aircraft knowing that it
is your last flight.
b. One day you will walk out to the aircraft not knowing that
it is your last flight.
There are Rules and there are Laws. The Rules are made by men who
think that they know better how to fly your airplane than you. Laws (of
Physics) were ordained by nature. You can, and sometimes should suspend
the Rules, but you can never suspend the Laws.
About Rules:
a. The rules are a good place to hide if you don't have a better
idea and the talent to execute it.
b. If you deviate from a rule, it must be a flawless performance..
(e.g.., If you fly under a bridge, don't hit the bridge.)
The ideal pilot is the perfect blend of discipline and
aggressiveness.
The medical profession is the natural enemy of the aviation
profession..
Ever notice that the only experts who decree that the age of the
pilot is over are people who have never flown anything? Also, in spite
of the intensity of their feelings that the pilot's day is over, I know
of no expert who has volunteered to be a passenger in a non-piloted
aircraft.
Before each flight, make sure that your bladder is empty and your
fuel tanks are full!
He who demands everything that his aircraft can give him is a pilot;
he that demands one iota more is a fool.
There are certain aircraft sounds that can only be heard at night.
The aircraft limits are only there in case there is another flight
by that particular aircraft. If subsequent flights do not appear likely,
there are no limits.
Flying is a great way of life for men who want to feel like boys,
but not for those who still are.
Flying is a hard way to earn an easy living.
"If the Wright brothers were alive today, Wilbur would have to fire
Orville to reduce costs." President, DELTA Airlines.
In the Alaska bush I'd rather have a two hour bladder and three
hours of fuel than vice versa.
It's not that all airplane pilots are good-looking, just that
good-looking people seem more capable of flying airplanes.
An old pilot is one who can remember when flying was dangerous and
sex was safe.
Airlines have really changed! Now a flight attendant can get a pilot
pregnant.
I've flown in both pilot seats. Can someone tell me why the other
one is always occupied by an idiot?
Son, you're going to have to make up your mind about growing up and
becoming a pilot. You can't do both.
There are only two types of aircraft -- fighters and targets.
The scientific theory I like best is that the rings of Saturn are
composed entirely of lost airline baggage.
You define a good flight by negatives: you didn't get hijacked, you
didn't crash, you didn't throw up, you weren't late, you weren't
nauseated by the food. So you're grateful.
They invented wheelbarrows to teach FAA inspectors to walk on their
hind legs.
The FAA Motto: "We're not happy 'til you're not happy".
Experience is something you don't get until just after you need it.
Do Not Archive
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Message 6
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| Subject: | A Monowheel landing |
Have you seen this version?
http://www.aircraftowner.com/videos/view/landing-the-u2_3057.html
Raimo
OH-XRT
Message 7
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| Subject: | Re: A Monowheel landing |
Raimo...this is a bit more revealing...audio is optional..:enjoy,
Fred
http://www.youtube.com/watch?v=eamnTyfkUBY&feature=related
do not archive
On Jun 5, 2012, at 3:47 PM, Raimo Toivio wrote:
> Have you seen this version?
>
> http://www.aircraftowner.com/videos/view/landing-the-u2_3057.html
>
> Raimo
> OH-XRT
>
>
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