Today's Message Index:
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1. 04:10 AM - Re: Re: Rotax 914 - how to avoid an overboost? (PHILLIPS I)
2. 05:25 AM - Re: Re: Rotax 914 - how to avoid an overboost? (Gilles Thesee)
3. 08:40 AM - Re: Re: Rotax 914 - how to avoid an overboost? (PHILLIPS I)
4. 09:18 AM - Re: Re: Rotax 914 - how to avoid an overboost? (Gilles Thesee)
5. 09:20 AM - Re: Cockpit cover - Any colour as long as it's white (Rob Housman)
6. 10:32 AM - Bearing material (Paul McAllister)
7. 11:00 AM - Re: Bearing material (Pete Lawless)
8. 11:12 AM - Re: Bearing material (Jan de Jong)
9. 11:26 AM - Re: Bearing material (Robert Borger)
10. 12:22 PM - Re: Bearing material (Jeff B)
11. 02:14 PM - Re: Bearing material (m.grass@comcast.net)
12. 02:29 PM - Re: Re: Rotax 914 - how to avoid an overboost? (Frans Veldman)
13. 03:10 PM - Re: Re: Rotax 914 - how to avoid an overboost? (Fred Klein)
14. 11:16 PM - Re: Bearing material (GRAHAM SINGLETON)
Message 1
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Subject: | Re: Rotax 914 - how to avoid an overboost? |
Hi Guys
I normally switch on my dedicated CB for the waist gate servo as part of my
check list as soon as I get in the cockpit, But on one occasion because I
was distracted by
Ground crew I totally forgot to check,
Half way down the runway gets a loud over boost warning from the Dynon EMS
10
Pulled the power back and hit the CB, then climbed away normally,
I did check the data log for the Rotax ECU after in case it had logged the
incident
But all limits were within parameters,
ivor
On 16 July 2012 17:15, Frans Veldman <frans@privatepilots.nl> wrote:
>
> On 07/16/2012 04:11 PM, Gilles Thesee wrote:
>
> > As a flight instructor and Rotax 914 homebuilder and flyer, I would
> > strongly insist on monitoring engine parameters (viz manifold pressure
> > and rpm) when setting takeoff/go around power. It is naturally easier
> > with conventional gauges with clear legal redlines : one gets quickly
> > used to watch the needles reaching the redline from the corner of one's
> > eye.
>
> I have quite a few instruments in my modified full width panel. But the
> upper three holes are occupied by three conventional gauges: 1) the
> manifold pressure, 2) the fuel pressure, 3) the RPM gauge.
>
> These are the only instruments I monitor briefly during the T/O. And as
> you say, a needle in some colored zone in a familiar angle can be
> absorbed in the blink of an eye, much faster than reading a number and
> interpreting its value.
>
> Other instruments are located further down in the panel. Issues like
> overtemperatures or even loss of oil pressure can wait until at least a
> survivable altitude has been reached.
>
> Further I agree that during a go around it is the worst time to have a
> failure of something. I don't think you can safeguard against anything.
> A warning light or buzzer would be meaningless in such a situation,
> unless of course the go around is optional, but then what was the
> purpose of the go around anyway?
>
> The only time I executed a go around was when I was on an announced
> short final upwind, while suddenly a twin engine aircraft emerged over
> the top of the hill and decided to perform a downwind landing on the
> same runway. Not sure what I would have done during an overboost, but
> probably I would have opted to get out of there anyway. I don't remember
> looking at the gauges I have to admit. Just what I said, some risks are
> unavoidable.
>
> Frans
>
>
Message 2
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Subject: | Re: Rotax 914 - how to avoid an overboost? |
PHILLIPS I a crit :
>
>
>
> I normally switch on my dedicated CB for the waist gate servo as part
> of my check list as soon as I get in the cockpit, But on one occasion
> because I was distracted by
>
> Ground crew I totally forgot to check,
>
> Half way down the runway gets a loud over boost warning from the Dynon
> EMS 10
>
Ivor,
Your message seems to imply you disconnect the TCU/turbo CB when on the
ground. Just out of curiosity, is that so, and what purpose exactly is
that for ?
Doesn't the master switch suffice to turn off everything in the ship ?
Thanks
Best regards,
--
Gilles
http://contrails.free.fr
Message 3
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Subject: | Re: Rotax 914 - how to avoid an overboost? |
Hi Gilles
I decided early on in my wiring to make sure that the waist gate servo and
ECU always had power, So I have wired it direct bi passing the battery
contactor,
It has a klixon CB that is always pulled after shutdown,
Normally the first thing I do when climbing aboard is to push home the CB
And listen for the servo to go through its start sequence and check the
warning
Lights,
I also have a toggle switch for the same circuit but that is normally left
on with
A further single action push switch dedicated to the servo, only used in
case of hunting,
The moral of the story is when interrupted for any reason doing your
checklist
Go back to the start,
On 17 July 2012 13:24, Gilles Thesee <Gilles.Thesee@ac-grenoble.fr> wrote:
> Gilles.Thesee@ac-grenoble.fr>
>
> PHILLIPS I a =E9crit :
>
>
>>
>> I normally switch on my dedicated CB for the waist gate servo as part of
>> my check list as soon as I get in the cockpit, But on one occasion becau
se
>> I was distracted by
>>
>> Ground crew I totally forgot to check,
>>
>> Half way down the runway gets a loud over boost warning from the Dynon
>> EMS 10
>>
>>
> Ivor,
> Your message seems to imply you disconnect the TCU/turbo CB when on the
> ground. Just out of curiosity, is that so, and what purpose exactly is th
at
> for ?
> Doesn't the master switch suffice to turn off everything in the ship ?
>
> Thanks
>
>
> Best regards,
> --
> Gilles
> http://contrails.free.fr
>
>
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atronics.com/Navigator?Europa-List>
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>
>
Message 4
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Subject: | Re: Rotax 914 - how to avoid an overboost? |
PHILLIPS I a crit :
>
> Hi Gilles
>
> I decided early on in my wiring to make sure that the waist gate servo
> and ECU always had power, So I have wired it direct bi passing the
> battery contactor,
>
> It has a klixon CB that is always pulled after shutdown,
>
>
>
> Normally the first thing I do when climbing aboard is to push home the CB
>
> And listen for the servo to go through its start sequence and check
> the warning
>
> Lights,
>
>
>
> I also have a toggle switch for the same circuit but that is normally
> left on with
>
> A further single action push switch dedicated to the servo, only used
> in case of hunting,
>
>
>
> The moral of the story is when interrupted for any reason doing your
> checklist
>
> Go back to the start,
>
>
Ivor,
Understand, thank you for your response.
We followed the same line of thought, but our TCU is fed through an
Essential/Endurance bus. The auxilliary pump is fed direct from the aux
battery (with a 'forget me not' buzzer when the engine does not run, to
help prevent draining the battery after shutdown).
Best regards,
--
Gilles
http://contrails.free.fr
Message 5
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Subject: | Cockpit cover - Any colour as long as it's white |
What these measurements tell us is what we knew before making any
measurements - that darker colors absorb the sun's radiant energy more than
light colors. This is why the Europa factory correctly advises that white
is the only acceptable color for the fiberglass airframe. What these
measurements do not tell us is how much of the sun's energy is reflected
from the outer surface of the cockpit covers, only what heat is transferred
by conduction through the cover. The metallic grey material is probably a
very good reflector of radiant energy in the part of the spectrum most
important for reducing the temperature within the cockpit.
It is erroneous to conclude that "the metallic-grey material is totally
unsuitable for sun heat protection" because cockpit air temperature is not a
function of the temperature of the heat shield, and cockpit air temperature
was not measured. At the temperatures involved, radiant heat transfer is
inconsequential so therefore the measured temperature on the interior side
of the cover material is insignificant and irrelevant
Now, having said that the conclusion was erroneous I should point out that
the cover in question may indeed be a rather poor means of reducing the
cockpit temperature. We simply do not know from the available information.
As with academic studies, here we must conclude that further research is
necessary.
For the absolutely best reflection of infrared energy use a gold coating on
the metallic shield.
Best regards,
Rob Housman
Irvine, California
Europa XS
Rotax 914
S/N A070
Airframe complete
Avionics soon
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Sidsel & Svein
Johnsen
Sent: Sunday, July 15, 2012 4:02 AM
Subject: Europa-List: Cockpit cover - Any colour as long as it's white
On our recent trip to Venezia where we had 35 degrees during takeoff at 9:30
AM, Stephan and I were quite puzzled by the negative effect our
metallic-grey cockpit covers had when it came to keeping the heat out. The
temperature inside the cockpit was HIGH.
I have now received the report from the Norwegian Institute of Advanced
Europa Cockpit Cover Research. The reason it took so long, was that only
today has the sun been out sufficiently long to carry out such an important
field study. Here is the summary of the institute's findings (temperatures
in degrees Centigrade):
- Ambient air: 23.5
- Under car window sun protection material (I have now made covers
to place inside all windows from a set purchased at auto supply store):
26.9
- Under white pillow case material (single sheet cotton, thinner
material than the metallic-grey cover, tight weave): 38.7
- Under metallic-grey cockpit cover, made professionally to many
Europas: 58.7
All cases: Temp. sensor held up against the underside of the test piece by
pins, to ensure minimum ambient air influence. All test pieces at right
angle to the sun's rays. No wind.
It is evident that the metallic-grey material is totally unsuitable for sun
heat protection. The colour is just for show, and has the opposite effect
of what we common folks believe. It is of course water tight, but I am sure
there is also white fabric available that keeps the water out.
If you see a Europa at Popham next year, all covered in white bed sheets,
it's mine!
May the sun shine every day the rest of the summer,
Svein
LN-SKJ
Message 6
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Subject: | Bearing material |
Hello,
Could someone tell me the material that the control stick bearing blocks
are made from. There is a similar piece of material on the mono wheel for
the gear retract lever.
I thought this called Tufnol, but when I searched McMaster Carr I could not
find it.
Thanks and regards, Paul
Message 7
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Subject: | Bearing material |
Hi Paul
It is called Tufnol. Plenty of suppliers via Google UK & US.
Regards
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Paul
McAllister
Sent: 17 July 2012 18:32
Subject: Europa-List: Bearing material
Hello,
Could someone tell me the material that the control stick bearing blocks
are
made from. There is a similar piece of material on the mono wheel for
the
gear retract lever.
I thought this called Tufnol, but when I searched McMaster Carr I could
not
find it.
Thanks and regards, Paul
--
This message has been scanned for viruses and
dangerous content by <http://www.mailscanner.info/> MailScanner, and is
believed to be clean.
Message 8
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Subject: | Re: Bearing material |
Paul,
McMaster calls it "phenolic" and "Garolite".
Don't know the specific quality the bearings are made of.
Regards,
Jan
On 7/17/2012 7:58 PM, Pete Lawless wrote:
> 14 Hantone Hill
>
> Hi Paul
>
> It is called Tufnol. Plenty of suppliers via Google UK & US.
>
> Regards
>
> Pete
>
> -----Original Message-----
> *From:* owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] *On Behalf Of *Paul
> McAllister
> *Sent:* 17 July 201218:32
> *To:* europa-list@matronics.com
> *Subject:* Europa-List: Bearing material
>
> Hello,
>
> Could someone tell me the material that the control stick bearing
> blocks are made from. There is a similar piece of material on the mono
> wheel for the gear retract lever.
>
> I thought this called Tufnol, but when I searched McMaster Carr I
> could not find it.
>
> Thanks and regards, Paul
>
> * *
> * *
> **
> **
> **
> **
> **
> **
> **
> *http://www.matronics.com/contribution*
> * *
>
> --
> This message has been scanned for viruses and
> dangerous content by *MailScanner* <http://www.mailscanner.info/>, and is
> believed to be clean.
> *
>
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Message 9
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Subject: | Re: Bearing material |
Paul,
The US trade name is Micarta.
Sent from my iPhone
On Jul 17, 2012, at 12:32, Paul McAllister <paul.the.aviator@gmail.com> wrote:
> Hello,
>
> Could someone tell me the material that the control stick bearing blocks are
made from. There is a similar piece of material on the mono wheel for the gear
retract lever.
>
> I thought this called Tufnol, but when I searched McMaster Carr I could not find
it.
>
> Thanks and regards, Paul
>
>
>
Message 10
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Subject: | Re: Bearing material |
Paul, it's a phenolic resin...
Jeff
On 7/17/2012 12:32 PM, Paul McAllister wrote:
> Hello,
>
> Could someone tell me the material that the control stick bearing blocks
> are made from. There is a similar piece of material on the mono wheel
> for the gear retract lever.
>
> I thought this called Tufnol, but when I searched McMaster Carr I could
> not find it.
>
> Thanks and regards, Paul
>
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
Message 11
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Subject: | Re: Bearing material |
Paul,
Look for "phenolic sheet". Available from a lot of us sources dealing with plastics.
Also Aircraft Spruce and McMaster Carr sells it in smaller quantities.
Sent via BlackBerry by AT&T
-----Original Message-----
From: Paul McAllister <paul.the.aviator@gmail.com>
Sender: owner-europa-list-server@matronics.com
Hello,
Could someone tell me the material that the control stick bearing blocks
are made from. There is a similar piece of material on the mono wheel for
the gear retract lever.
I thought this called Tufnol, but when I searched McMaster Carr I could not
find it.
Thanks and regards, Paul
Message 12
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Subject: | Re: Rotax 914 - how to avoid an overboost? |
On 07/17/2012 05:39 PM, PHILLIPS I wrote:
> I decided early on in my wiring to make sure that the waist gate servo
> and ECU always had power, So I have wired it direct bi passing the
> battery contactor,
Just like some people like the stall warner, the trim servo, and some
other bunch of "recommended execptions" bypassing the master switch?
My thought here is that everything could be essential in some stage of
the flight, but then what is the meaning of the master switch if half
the ship is bypassing it?
I want the master switch do exactly what it is supposed to do, to power
down the ship completely. If I want to retain power on the TCU, the
stall warner, the trim servo, or whatever, I just don't power down. Am I
missing something here?
You have already experienced how such an exception can turn against you.
Everything that is wired apart from the master switch can be forgotten
to be switched on, and can fail just as easily as the master switch. In
an unavoidable crash situation, where you have to land in hostile
terrain, it is highly desirable that you can power down the electrical
system with just one switch, without having to think (or worry) about
all the exceptions which are bypassing the master switch and keep their
sparking abilities when ripping the fuel tank is a possibility.
> It has a klixon CB that is always pulled after shutdown,
These things are not supposed to be used as a switch (please read the
manufacturer technical manual). They will fail, much sooner than an
ordinary switch, if you regularly pull them. There is a quite
complicated mechanism behind these things and repeated use will wear
them out quickly. So, there again, it might turn against you.
I never quite understood why folks want to bypass the master switch.
What is the reason behing it?
Is it just me thinking like this about the purpose of the master switch?
Frans
Message 13
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Subject: | Re: Rotax 914 - how to avoid an overboost? |
On Jul 17, 2012, at 3:21 PM, Frans Veldman wrote:
> Is it just me thinking like this about the purpose of the master
> switch?
I'm w/ you Frans...what kind of "Master" allows for independent
choices?...
Years ago, when I added a 12 hp go cart engine to my foot-launched,
tail-less biplane glider, the "Master" kill switch was in my
mouth...opening the circuit was as simple as relaxing my jaw or
opening my mouth...of course there were some intrepid flyers...who,
when frozen w/ fear...just gritted their teeth...
Fred
do not archive
Message 14
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Subject: | Re: Bearing material |
Paul=0Ait is Tufnol, laminated with linen cloth and phenolic resin. There a
re similar boards using paper instead of cloth. Not as good.=0AGraham=0A=0A
=0A________________________________=0A From: Paul McAllister <paul.the.avia
tor@gmail.com>=0ATo: europa-list@matronics.com =0ASent: Tuesday, 17 July 20
12, 18:32=0ASubject: Europa-List: Bearing material=0A =0A=0AHello,=0A=0ACou
ld someone tell me the material that the control stick bearing blocks are m
ade from. There is a similar piece of material on the mono wheel for the ge
ar retract lever. -=0A=0AI thought this called Tufnol, but when I searche
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