Today's Message Index:
----------------------
1. 02:34 AM - Re: Ultimate Vents (Remi Guerner)
2. 03:31 AM - Re: Re: Ultimate Vents (Frans Veldman)
3. 06:04 AM - GRT EIS Rotax probes for CLASSIC installation (Christoph Both)
4. 07:50 AM - Re: Glider Wing Build (Bud Yerly)
5. 09:11 AM - SV: GRT EIS Rotax probes for CLASSIC installation (Sidsel & Svein Johnsen)
6. 11:28 AM - Venting cabin (Gerry Holland)
Message 1
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Subject: | Re: Ultimate Vents |
Hi Frans,
Years ago I did some flight testing with the D panel partially open and found that
air was blowing from the back fuselage to the cockpit whenever fresh air vents
and heating flap were closed. With the vents open or heating on, there were
no flow through the D panel opening. So you are right that the rear fuselage
is a relatively high pressure area. In the monowheel air is clearly sucked
by the wheel well through the flap/gear lever slot. This is probably why in my
aircraft the air vents are very effective without any purpose built extraction
device.
Should an extraction device be necessary, I would try a hose from the D panel to
an inverted scoop (or inverted Naca ??) at the bottom of the rear fuselage.
Remi
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=388389#388389
Message 2
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Subject: | Re: Ultimate Vents |
Hi Remi,
> So you are right that the rear fuselage is a
> relatively high pressure area.
I had a hose connected to the outlet of the D-panel, all the way to the
sternpost. No air from the rear fuselage could get into the hose.
The interesting thing is that the sternpost (actually the space between
sternpost and rudder) is also a high pressure area.
I'm very surprised about that, as the rudder is smaller than the
sternpost, and air is streaming over the fin to the rudder and must
effect a suction force on the gap between fin and rudder.
At least we can conclude that the airflow remains firmly attached to the
rear fuselage, which is a good thing as it helps recovering some
pressure loss.
> Should an extraction device be
> necessary, I would try a hose from the D panel to an inverted scoop
> (or inverted Naca ??) at the bottom of the rear fuselage.
You can't invert Naca scoops, that won't work. But of course, some other
kind of scoop would work. The challenge is however to find some
"natural" outlet, as the gap between fin and rudder was supposed to be,
so the expelling air would reduce some drag instead of creating more.
Frans
Message 3
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Subject: | GRT EIS Rotax probes for CLASSIC installation |
Hello Europa builders:
I am about to drill holes into the stainless steel CLASSIC exhaust headers
to mount the EGT probes. Rotax912S manual says to locate the EGT probes 70m
m or 2.75 inches from the exhaust port. Both back exhaust pointing stacks e
nd up drilling the thicker, double side flange if I take this measurement.
Is this OK? Front exhaust measures 70mm (2.75 inch) on the not- welded part
. Is this OK or have CLASSIC engine installations chosen a different distan
ce.
I have a GRT EIS Model 4000 for Rotax 912. It came with a number of probes
but no description of probes and where to mount them. EGT was no issue (see
above). However, there is a set of what I assume CHT probes, one terminati
ng at one end with a large ring terminal (3/8 inch) and one with a very sma
ll ring terminal (1/8 inch). What are they for and where do I mont those? R
otax installation manual specifies that 2 probes are to be connected to the
hot water location locations provided but then on one page describe tappin
g a M-5 (5mm) thread to "install" a probe measuring the CHT directly at the
cylinder cooling fins as described.
I would appreciate some quick clarification for those who have installed th
is combination. Pictures appreciated.
Thanks very much.
Christoph Both
#223 CLASSIC Wolfville, Nova Scotia, Canada
Message 4
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Subject: | Re: Glider Wing Build |
Ian,
I have all the detail on this. I have built 4 MGs and even a Classic
MG.
Please note that it is fitting process and quite easy but requires (like
all airplane building) to rig the wings and derig to get it right.
Contact me off line and we will supply you with the appropriate info,
tips and tricks.
Regards
Bud Yerly
Europa Tech Support
----- Original Message -----
From: G-IANI<mailto:g-iani@ntlworld.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Monday, November 19, 2012 2:04 PM
Subject: Europa-List: Glider Wing Build
<g-iani@ntlworld.com<mailto:g-iani@ntlworld.com>>
This is an appeal for information from glider wing builders.
Steve Leisch (Kit A208) has realised that there are 2 Tufnol bearings
part
number GAB03 that are not referenced in any of the build documents.
I have checked with Karen at Europa and can confirm that GAB03s are
diamond
shaped Tufnol blocks with a hole in the middle (which is large enough
for
the airbrake push rod to pass through). Talking to Nev, I believe
they are
fixed on the root rib to act as an inboard bearing for the airbrake
pushrod. The end of the pushrod enters the cabin and is attaches to
the
cables as per Fig 11 on Page 28a
In the Glider manual, section 8-13 refers to cutting the air brake
push rods
(roughly) to length and fitting the bell crank end. There is no
detail for
cutting the holes through the ribs forward of the spar, finalising the
length, attaching the inboard end fitting on the pushrod or the final
connection to the cables.
As no one at Europa has any further information I will try and collect
as
much as I can. I would be pleased to have
have any notes, pictures or drawings you may have.
When I have got this together I am happy to produce a Build manual
supplement covering this area.
Ian Rickard G-IANI XS Trigear, 300hours
Europa Club Mods Specialist
e-mail g-iani@ntlworld.com<mailto:g-iani@ntlworld.com>
www.aeroelectric.com<http://www.aeroelectric.com/>
www.buildersbooks.com<http://www.buildersbooks.com/>
www.homebuilthelp.com<http://www.homebuilthelp.com/>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
Message 5
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Subject: | GRT EIS Rotax probes for CLASSIC installation |
Hello Christoph,
I also have the GRT EIS 4000 (I am very pleased with its performance),
912ULS and XS firewall-forward kit from Europa. Please see the attached
photo for where the aft EGT probes are mounted - no double side flange on
the exhaust tubes, though, as far as I can see on the photo.
My EIS set came with 4 ring terminals, of equal size. They are
thermocouples to be pressed against the cylinder head metal, under a bolt to
be screwed into the threaded holes provided for the standard Rotax CHT
probes. The standard probes measures the temperatures inside the CH cavity,
while the ring thermocouple will be exposed to cylinder cooling air.
Therefore, you must cover the thermocouples and the adjacent CH metal well
with a suitable compound (I used the red high-temp silicone from Loctite).
There is a noticeable difference in measured temperature with and without
this insulation against air cooling (I did not have it at first). See
attached photo.
I have not fitted any probes between cooling fins.
Since I operate my engine with 50/50 glycol/water, I have also fitted a
coolant temp probe into the hose between one of the cylinders and the small
black "bottle" on top of the engine (as per Rotax recommendation). This
probe is connected to one of the available input channels on the EIS.
Why there is one large and one small thermocouple in your set I do not know
- it should be 4 of equal size to fit under the head of suitable bolt.
Suggest you ask GRT about this.
As you probably know, you must not cut and splice the thermocouple cables -
they must run from the instrument to the cylinders just as they came from
GRT.
Regards,
Svein
LN-SKJ
Message 6
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Hi.
I've attached a photo of a venting device I fitted to my Tri-gear when I
had it.
Cant remember where the idea came from but it worked at extracting air
from cabin.
The very basic theory is that the shape (sort of airfoil) created lower
pressure at the point of the series of holes and air was extracted.
I never did any scientific analysis but it did seem to work in
conjunction with the overhead eyeball vents fitted.
It could have all been bunkum but I was happy!
Gerry
Gerry Holland
gholland@content-stream.co.uk
+44 (0)7808 402404
White Ox Mead Airstrip, Bath. England
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