Today's Message Index:
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1. 05:41 PM - Re: W19 & w20 (Bud Yerly)
2. 05:54 PM - Re: Re: Fusalage fuel stains (Bud Yerly)
3. 07:06 PM - Re: Re: Fusalage fuel stains and gauges (Bud Yerly)
4. 10:44 PM - Re: Vertical Power Online Load Planning Tool (Tony Renshaw)
Message 1
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Fred,
It is an unfortunate filling problem when the filler is not the aircraft
owner. He builds up filler on everything especially the flap bracket
supports sticking out of the wing. Especially the inboard one because
of the wing fillet and between the outboard ones because it is hard to
get to, so I will remove his excess filler to get back to my original
skin to mount my flap brackets.
Bud
----- Original Message -----
From: Fred Klein<mailto:fklein@orcasonline.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Monday, January 21, 2013 5:24 AM
Subject: Re: Europa-List: W19 & w20
Bud,
You wrote:
When my painter finishes I grind the paint and filler away to get my
flap hinges to fit rather than compromise my edge distance. It takes 5
minutes to touch up the paint. I know you would prefer to grind and go
to final assembly, however, I would rather you not grind off your flap
bracket.
I'm confused. This may be a silly question, but to which surfaces do
you refer when you say, "I grind the paint and filler away"...?
Fred
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
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Message 2
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| Subject: | Re: Fusalage fuel stains |
Regarding fuel staining and burping.
In the UK I would advise not filling to the top as all changes to the
vent system should be approved. I have been an advocate of some sort of
underside drain out the bottom of the aircraft because of the low
pressure area on top of the aircraft sucks the small amount of fuel out
the vent over the rear fuselage.
I agree that it would be nice to see a small elbow in the fill tube near
the top to allow the expanding fuel (fill in the cold and let the plane
sit in the sun or warm garage). The elbow would lead to a vent line on
the bottom of the aircraft. Fuel still drains out, but doesn't stain
our paint.
See the fuel vent posts from the archives or mine on
www.customflightcreations.com<http://www.customflightcreations.com/>.
My website was corrupted by a well meaning friend and some data lost but
the fuel vent is still on it.
Best Regards,
Bud Yerly
----- Original Message -----
From: stephen vestuti<mailto:s.vestuti@gmail.com>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Wednesday, January 23, 2013 6:22 AM
Subject: Europa-List: Re: Fusalage fuel stains
<s.vestuti@gmail.com<mailto:s.vestuti@gmail.com>>
Hi Roger,
I had the same problem with my Europa - brown fuel stains from the
roof fuel tank vent all the way to the tail plane, this happens with
full fuel to the
filler cap on the climb out.
The solution is to cut the fuel vent line where it passes the top of
the filler neck.
then, using AN fittings, connect the roof vent to the rear face at the
top of the filler neck, and the tank vent to the Fwd. face at the top of
the filler neck.
Steve.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=392929#392929<http://forums
.matronics.com/viewtopic.php?p=392929#392929>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
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on>
Message 3
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| Subject: | Re: Fusalage fuel stains and gauges |
Roland, Max and Alan.
I have a love hate relationship with fuel gauges also. I have revisited
the Priceton fuel probe (the 5S with 5 set points).
It is the same old capacitance probe, just better electrics.
Pro's:
Small hole 1/2 inch in the top of the tank with a good grommet to seal
the probe in without fear of popping out and leaking. I still put a
cover over the sender to make sure it can't pop out (because I have seen
it on annuals).
Pretty reliable, mine is 5 years old and OK.
Quite accurate if the fuel type (mogas or aviation 100LL) is kept
consistent.
With five set points I set my gauge as follows:
E=0 or reserve fuel only as the gauge is on the pilot side.
1/4 = 2.5 gallons (basically filled to the hump).
1/2 = 5.0 gallons (that is the height of most tanks just at the level
of the top of the arm rest (wheel well to the bulkhead point)
3/4 = 10 gallons (about the height at the break of the tank)
F= 15 plus reserve so basically full with the old 18 gallon tank. The
new tank is nearly 20.
These points are pretty linear between each set point so it cuts down on
the mental gymnastics. I use a Westach gauge, but have done it with the
Dynon and the gauges are reliable. I am impressed with the consistency
over time.
Cons:
As you know, if you change gas, all your settings change. What a pain.
Takes a while to set the points.
Did I mention it was a pain if you change gas.
Not all EFIS or EIS systems read capacitance probes.
The Europa float works quite well in the planes I installed it in. It
is just a dumb cork float and resistance pot.
If you are willing to experiment, there is a cute fuel bobber used in
marine tanks with a spiral cork attached to a gauge. It reads on a 90
degree angle. Stupid simple, works with any fuel, but is behind you.
They do make an electronic pickup. Problem is it has a large style 5
hole flange, which I hate. Mainly because the only thing to seal them
with for trouble free operation is messy pro seal...
Like many, I have a JPI fuel flow sender, which is dead accurate,
provided you give it the proper starting amount. Once set, on landing,
note the fuel installed and add that to the amount left and it is pretty
darned good on my 914.
I found out reading the new Rotax install manual that they have made a
minor change to their fuel flow setups. Rotax had put in a drawing to
place the fuel return orifice to be placed prior to the fuel sender. It
will still regulate the pressure as it is supposed to and the 912S/ULS
will have a dead accurate fuel flow reading. I haven't changed the two
912S aircraft in service in the shop, but am tempted. It is a lot of
plumbing though. However, in August 2012 Rotax changed their Install
manual and removed it because of their new fuel rail with built in
return and orifice. Anyway, it is quite interesting.
I have the drawing in an old manual. The problem is the orifice needs
to be downstream of the mechanical pump, and the fuel flow sender is not
made to take heat/fire in the engine compartment (manufacturer of the
senders recommends and FAA frowns on senders in the engine compartment).
One would have to take the line from the mechanical pump put in a tee
with an orifice and return line back to the tank. From that tee the
line continues to the fuel flow sender, then back to the carbs. The
requirements of the fuel system is still met as the orifice drops the
fuel pressure from the pumps just a bit to 5.8 max to keep the float
needle operating properly...
Regards,
Bud Yerly
914, sight gauge that works, capacitance fuel gauge, JPI totalizer and
of course a wrist watch, tach, MP and fuel charts.... Talk about
department of redundant redundancy.
----- Original Message -----
From: Roland<mailto:schmidtroland@web.de>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Wednesday, January 23, 2013 2:50 AM
Subject: Europa-List: Re: Fusalage fuel stains
<schmidtroland@web.de<mailto:schmidtroland@web.de>>
Hi Roger,
I refuel after each flight absolutely to the top until fuel spits out
of the breather and I see it in the tank, since I don't have a reliable
fuel gauge. I then trailer my Europa home and to the airport for the
next flight. No fuel comes out. So I cannot imagine, that you just
overfilled.
Hope this helps for troubleshooting.
Regards
Roland
PH-ZTI
XS Trigear 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=392923#392923<http://forums
.matronics.com/viewtopic.php?p=392923#392923>
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avigator?Europa-List>
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on>
Message 4
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| Subject: | Re: Vertical Power Online Load Planning Tool |
Hi Bill,
Just wondering how your Europa is going? Did you go ahead with those Jabiru water
cooled heads?? I am hoping on getting back into my build in March, after yet
another year off with family matters. Lets hope I meet that goal and can make
some serious progress.
Regards
Tony Renshaw
On 07/05/2012, at 2:16 PM, William McClellan <wilwood@earthlink.net> wrote:
>
> Bob,
> Page 13 of the latest Vertical Power VP-X install manual (Feb 20, 2012) goes
into an explanation of the different types of regulators. See if that answers
you question. If not email them, they are very helpful.
> Bill McClellan
>
>
> -----Original Message-----
>> From: Bob Fairall <Bob.Fairall@fairalls.co.uk>
>> Sent: May 7, 2012 1:52 PM
>> To: "europa-list@matronics.com" <europa-list@matronics.com>
>> Subject: Europa-List: Vertical Power Online Load Planning Tool
>>
>>
>> I am fitting a Vertical Power VP-X Sport Electronic Circuit Breaker System to
my second Europa.
>>
>> Vertical Power provide an Online Load Planning Tool. A question asked is "Does
your primary alternator have an External Regulator (B & C or similar) or does
it have an Internal Regulator (Power Plane or similar). My engine is a Rotax
912S.
>>
>> Can anyone tell me which of these two types of regulator the 912S has please?
>>
>> Thanks, Bob Fairall, Kits 71 and 494.
>>
>>
>>
>>
>>
>
>
>
>
>
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