Today's Message Index:
----------------------
1. 12:57 AM - Re: 912 ULS SB New Fuel Pump (Richard Wheelwright)
2. 01:12 AM - Flap tube kink (andrew cullum)
3. 01:14 AM - Europa for Sale UK (john.greenhalgh1@sky.com)
4. 03:32 AM - Re: Re: 912 ULS SB New Fuel Pump (richard)
5. 06:59 AM - Re: 912 ULS SB New Fuel Pump (Richard Wheelwright)
6. 08:30 AM - Re: Re: 912 ULS SB New Fuel Pump (Max Cointe (Free))
7. 09:15 AM - Re: 912 ULS SB New Fuel Pump (Richard Wheelwright)
8. 09:38 AM - Re: Re: 912 ULS SB New Fuel Pump (Clives Email)
9. 01:07 PM - Davtron Digital Clock M803 (Tony Renshaw)
10. 01:53 PM - Re: Davtron Digital Clock M803 (Pete)
11. 01:54 PM - Cowl mods for front belt driven alternator (Greg Fuchs)
12. 02:34 PM - Re: Davtron Digital Clock M803 (Pete Lawless)
13. 04:21 PM - Re: Davtron Digital Clock M803 (Fred Klein)
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Subject: | Re: 912 ULS SB New Fuel Pump |
Remi
Thank you for your reply. Yes I agree with you totally and understand the
issue.
I was just wanted to know if anyone had had any problems with the new replacement
pumps? I'm satisfied with the pressure I have on my aircraft at a new 5.8
psi (4 bar) MAX, as this was the maximum limit with the old pump. the new max
limit is 7.2 psi (5 bar) and can not reached, this dew to the return to the
tank (unless it gets blocked)
I did read the info in the LAA Magazine which give the thoughts of LAA engineering
very well explained.
I can see this subject coming up for discussion again, as eventual all engines
will require the new pump, and it is included in the 5 year rubber replacement
and will need to be completed eventual.
As my engine falls within the less than 5 years old and has just go into service,
I decided it was a good move to fit the FREE replacement.
Richard
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=417556#417556
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Hi Frank,
I would have thought the kink in the flap tube would be a "stress riser" and as
a result may start a crack.
How many cycles of flap operation or hours airborne it would
Take to crack is anyone's guess,but by far the safest option,in my opinion,is a
replacement flap tube.
Best regards
Andy Cullum G-CGDH.
Sent from my iPhone
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Subject: | Europa for Sale UK |
Very reluctant sale of my Europa.=0A=0AEuropa XS Trigear with a Rotax 912UL
S and only 99 hrs TT=0Afrom new- in late 2010.- Extremely economical 14
.5 lph at 100kts on=0AMOGAS or AVGAS and a delight to fly. -This aircraft
has been a meticulous and=0Adedicated build with over 3500 hours invested.
- Located at Sleap EGCV Shrewsbury.=0A-Unmarked with recent 100 hr full
service and LAA permit to=0ANovember 2014.- All Modifications,=0AMandato
ry Directives, LAA required Modifications and Manufacturer's Service Bullet
ins=0Acompleted.=0A-Full glass avionics, Grand Rapids EFIS Horizon (twin
=0Ascreens), Grand Rapids EIS, Sky Demon GPS (Detachable), Bendix King KMD2
50 GPS,=0AGarmin GTX 327 Transponder (Mode A & C), Garmin SL30 Com, PS Inte
rcom PM501,=0AAirmaster VP propeller, Navaid Auto-pilot - installed but not
connected.,=0AElectric Pitch Trim, Electric Flaps, Backup Airspeed Indicat
or, Backup=0AAltimeter, Backup RPM, 65 litre Tank, Finger Brakes, Europa Le
ather Seats,=0ASpeed Kit , Touring Cover & tie downs. Professionally prepar
ed and painted=0Aby Murray Flint.- Further details + many=0Aphotos: =0A
-email: john.greenhalgh1@sky.com----- Tel: 01490=0A413626.-
--- Priced- at =A346,000=0A
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Subject: | Re: 912 ULS SB New Fuel Pump |
Hi Richard
I have been watching this problem for some time and for what its worth I
would fit a fuel pressure gauge if you haven't already and then adjust the
pressure by increasing the size/diameter of the metering hole in the return
line. The main problem [if you can call it that] is that the Rotax engine is
very efficient and uses very little fuel so the carburettor jetting is very
fine which in turn increases the danger of blockage. It sounds to me that
Rotax have sourced a pump that is capable of delivering a much greater
amount of fuel than its predecessor and is overwhelming the carburettor
float valve.
-----Original Message-----
From: Richard Wheelwright
Sent: Saturday, January 25, 2014 8:57 AM
Subject: Europa-List: Re: 912 ULS SB New Fuel Pump
<rpwheelwright@yahoo.co.uk>
Remi
Thank you for your reply. Yes I agree with you totally and understand
the issue.
I was just wanted to know if anyone had had any problems with the new
replacement pumps? I'm satisfied with the pressure I have on my aircraft at
a new 5.8 psi (4 bar) MAX, as this was the maximum limit with the old pump.
the new max limit is 7.2 psi (5 bar) and can not reached, this dew to the
return to the tank (unless it gets blocked)
I did read the info in the LAA Magazine which give the thoughts of LAA
engineering very well explained.
I can see this subject coming up for discussion again, as eventual all
engines will require the new pump, and it is included in the 5 year rubber
replacement and will need to be completed eventual.
As my engine falls within the less than 5 years old and has just go into
service, I decided it was a good move to fit the FREE replacement.
Richard
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=417556#417556
-----
No virus found in this message.
Checked by AVG - www.avg.com
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Subject: | Re: 912 ULS SB New Fuel Pump |
Richard,
I fitted a UMA fuel pressure gauge from the start, calibration results are
good (Advice given by Andy Draper) I agree the fuel pressure gauge is a must
fit item. It has already proved it reason it should be in an aircraft panel.
OK, one problem with making the return restricter an increased hole size from
the 0.35, (Printed in the LAA Magazine) is that it will not allow the electric
pump to deliver the 125% of fuel required by the LAA. This then makes the
aircraft unfit for flight !!! OK a larger electric pump to deliver the correct
amount of fuel could be fitted, this would then increase the pressure.... so
it goes on etc... etc...
Another point is that all new engines now have the new pump and pressure is
standard now at MAX 7.2 psi (5 bar) Aircraft kit suppler will have to alter
there biuld manuals to cover this also advising LAA of there intentions. It is
going to be interesting to see how different Aircraft kit suppliers cover this
in there manuals
Richard
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=417564#417564
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Subject: | Re: 912 ULS SB New Fuel Pump |
Hi there,
To make it even simpler I fitted a fuel pressure regulator which cost is 45....
Max Cointe
mcointe@free.fr
F-PMLH Europa XS_TriGear
Kit #560-2003 912ULS/AirmasterAP332 490 hours
F-PLDJ DynAro MCR 4S
Kit #27-2002 912ULSFR/MTProp MTV7A 1600 heures
-----Message d'origine-----
De : owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] De la part de richard
Envoy : samedi 25 janvier 2014 12:32
: europa-list@matronics.com
Objet : Re: Europa-List: Re: 912 ULS SB New Fuel Pump
Hi Richard
I have been watching this problem for some time and for what its worth I would
fit a fuel pressure gauge if you haven't already and then adjust the pressure
by increasing the size/diameter of the metering hole in the return line. The main
problem [if you can call it that] is that the Rotax engine is very efficient
and uses very little fuel so the carburettor jetting is very fine which in
turn increases the danger of blockage. It sounds to me that Rotax have sourced
a pump that is capable of delivering a much greater amount of fuel than its predecessor
and is overwhelming the carburettor float valve.
-----Original Message-----
From: Richard Wheelwright
Sent: Saturday, January 25, 2014 8:57 AM
Subject: Europa-List: Re: 912 ULS SB New Fuel Pump
<rpwheelwright@yahoo.co.uk>
Remi
Thank you for your reply. Yes I agree with you totally and understand the
issue.
I was just wanted to know if anyone had had any problems with the new replacement
pumps? I'm satisfied with the pressure I have on my aircraft at a new 5.8
psi (4 bar) MAX, as this was the maximum limit with the old pump.
the new max limit is 7.2 psi (5 bar) and can not reached, this dew to the return
to the tank (unless it gets blocked)
I did read the info in the LAA Magazine which give the thoughts of LAA engineering
very well explained.
I can see this subject coming up for discussion again, as eventual all engines
will require the new pump, and it is included in the 5 year rubber replacement
and will need to be completed eventual.
As my engine falls within the less than 5 years old and has just go into service,
I decided it was a good move to fit the FREE replacement.
Richard
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=417556#417556
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 7
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Subject: | Re: 912 ULS SB New Fuel Pump |
Max,
Yes the fuel regulator may be a the way to go, or a variable return restriction,
something spring loaded in the return line? This would probably give correct
fuel pressure through out the different RPM range and stay constant. Something
like a check valve set at the correct tension load for the pressure (simple
solutions are always the best)
Going back to the original question, Has any one had a problem with the New
Fuel Pump? The answer seems to be, NON Reported.
After all, Rotax will have tested the fuel pump to extreme levels in all
situation before the great expense in re-calling and exchanging them.... wont
they????
Richard
--------
Richard Wheelwright
G-IRPW
First Flight 24th July 2013
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=417573#417573
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Subject: | Re: 912 ULS SB New Fuel Pump |
Hi Richard, ive fitted one and had to modify my lower cowling as the pump flange
takes up more space. I used a cut-out after discussing with Andy Draper. Clive
Sutton
Sent from Clives mobile
On 25 Jan 2014, at 17:15, "Richard Wheelwright" <rpwheelwright@yahoo.co.uk> wrote:
>
> Max,
> Yes the fuel regulator may be a the way to go, or a variable return restriction,
something spring loaded in the return line? This would probably give correct
fuel pressure through out the different RPM range and stay constant. Something
like a check valve set at the correct tension load for the pressure (simple
solutions are always the best)
> Going back to the original question, Has any one had a problem with the New
Fuel Pump? The answer seems to be, NON Reported.
> After all, Rotax will have tested the fuel pump to extreme levels in all
situation before the great expense in re-calling and exchanging them.... wont
they????
>
> Richard
>
> --------
> Richard Wheelwright
> G-IRPW
> First Flight 24th July 2013
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=417573#417573
>
>
>
>
>
>
>
>
>
>
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Subject: | Davtron Digital Clock M803 |
Gidday,
I am wondering what timer and volt presentation solutions, using stand alone
instruments not incorporated within EFIS are being used. I have found this D
avtron to digitally display Volts, but most of the time can display either t
ime or other timing solutions. Any suggestions or comments appreciated. It h
as both a yellows orange background, or green, and I prefer the yellow. Is t
his the most suitable for daytime viewing?
Thanks
Tony Renshaw Sydney Aussie
Sent from my iPad
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 10
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Subject: | Re: Davtron Digital Clock M803 |
Fwiw I have the http://www.aircraftspruce.ca/pages/in/accelerometers/flight
datafc50.php
And it does lots more than a clock - I have three temp sensors on it, and it
does min/max g meter, clock, timer, volts, runtime etc. for a good reasona
ble price. No choice of colors tho.
Cheers,
Pete
> On Jan 25, 2014, at 4:06 PM, Tony Renshaw <tonyrenshaw268@gmail.com> wrote
:
>
> Gidday,
> I am wondering what timer and volt presentation solutions, using stand alo
ne instruments not incorporated within EFIS are being used. I have found thi
s Davtron to digitally display Volts, but most of the time can display eithe
r time or other timing solutions. Any suggestions or comments appreciated. I
t has both a yellows orange background, or green, and I prefer the yellow. I
s this the most suitable for daytime viewing?
> Thanks
> Tony Renshaw Sydney Aussie
> <image.png>
>
>
> Sent from my iPad
> <pre><b><font size=3D2 color="#000000" face=3D"courier new,courier">
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>http://www.matronics.com/Navigator?Europa-List</a>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
onics.com</a>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
ww.matronics.com/contribution</a>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
> </b></font></pre>
Message 11
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Subject: | Cowl mods for front belt driven alternator |
>Perhaps in the situation above, it would be prudent for a 914 builder (914
can draw 11 amps on its own with both pumps running) to consider a belt
driven ??
>alternator of 40 amps, and simply redo the cowl front and keep the Rotax as
a backup in case of belt failure.
Bud, or those that know,
At some point, or future avionics upgrade, my ship will likely need the
extra Watts.
Would you care to supply a 'teaser' on the making of the cowl mod? I am
still waiting for my FF package, so don't yet have a handle on how it
integrates with the prop flange, but does the front of the cowl terminate
just behind the prop flange, on the smaller-radius drive tube? Are the
belt-driven alternator components in front of the cowl then, requiring the
cowl front face to be opened up and added to? Is this considered an
extensive change?
Regards,
Greg
_____
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Bud Yerly
Sent: Thursday, January 23, 2014 9:13 PM
Subject: RE: Europa-List: Re: Ducati rectifier/regulators
.....
If you are an amp zealot, but still want an aux fuel pump, pitot heat, 100
watt landing light, strobes, heavy draw radio (Garmin 430 type), Aux Radio,
Mode S transponder continuously working, autopilot, stereo high quality
music system, external power plugs for our phones, I-pads and inflight video
system, the Rotax charging system is not going to hack it.
Perhaps in the situation above, it would be prudent for a 914 builder (914
can draw 11 amps on its own with both pumps running) to consider a belt
driven alternator of 40 amps, and simply redo the cowl front and keep the
Rotax as a backup in case of belt failure.
If you build a 912S airplane with all LED lighting, Garmin 255 or Becker
Com, Simple digital Transponder, Aux Boost, and maybe an autopilot for
cruise only and a paper map, then the Rotax / Ducati should be fine. The
GR6 or SH may be better and longer lasting to boot. In my opinion the Rotax
system can't put out much more than 15 amps or so and as the current
increases, the voltage output starts to diminish (at least it does in my
poor old airplane) .
Just my thoughts.
Bud
> Date: Mon, 20 Jan 2014 16:40:25 +0100
> From: jan_de_jong@casema.nl
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Re: Ducati rectifier/regulators
>
>
> Re two-phase bridge rectifier/regulator.
> The 2 thyristors in the rectifier bridge do not short the AC input or
> "dump" anything.
> On the contrary, they disconnect the DC output from the AC input when
> the output voltage threatens to exceed the set voltage.
> All output current passes through one branch of one diode and one
> thyristor in series half the time and through the other identical branch
> also half the time.
> Heat development is proportional to the output current and the voltage
> drop across a branch.
> Voltage drops increase somewhat with current, so heat development
> increases more than linearly with output current.
> In the Ducati device the diode is reportedly a MR2510 pill (typically
> 0.75V at 10A, 0.8V at 20A), the thyristor can be a 2N6504 (typically
> 1.1V at 10A, 1.3V at 20A).
> So at 10A the two branches of the bridge are each expected to generate
> 0.5 x (7.5 + 11) = 9.25W (total 18.5W) of heat.
> And at 20A the two branches of the bridge are each expected to generate
> 0.5 x (16 + 26) = 21W (total 42W) of heat.
>
> (
> a failure mode for the Ducati device is reportedly the loss of
> continuity of a diode pill attachment through thermal cycling; fitting
> external parallel diodes has been proposed as a solution; replacing the
> whole device seems more sensible
> )
>
> Cheers,
> Jan de Jong
>
&g======================
&g======
>
>
>
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Subject: | Davtron Digital Clock M803 |
Tony $433 looks like a hell of an outlay to tell the time and measure the
volts.
Quantas must be paying well!
Pete
DO NOT ARCHIVE
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony Renshaw
Sent: 25 January 2014 21:06
Subject: Europa-List: Davtron Digital Clock M803
Gidday,
I am wondering what timer and volt presentation solutions, using stand alone
instruments not incorporated within EFIS are being used. I have found this
Davtron to digitally display Volts, but most of the time can display either
time or other timing solutions. Any suggestions or comments appreciated. It
has both a yellows orange background, or green, and I prefer the yellow. Is
this the most suitable for daytime viewing?
Thanks
Tony Renshaw Sydney Aussie
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Subject: | Re: Davtron Digital Clock M803 |
FWIW, in this world of multifunction devices, $100 USD got me a sweet and simple
little voltmeter...
http://www.aircraftspruce.ca/catalog/inpages/minimodular.php
On Jan 25, 2014, at 2:33 PM, Pete Lawless wrote:
>
> Tony $433 looks like a hell of an outlay to tell the time and measure the
> volts.
>
> Quantas must be paying well!
>
> Pete
>
> DO NOT ARCHIVE
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Tony Renshaw
> Sent: 25 January 2014 21:06
> To: <europa-list@matronics.com>
> Subject: Europa-List: Davtron Digital Clock M803
>
> Gidday,
> I am wondering what timer and volt presentation solutions, using stand alone
> instruments not incorporated within EFIS are being used. I have found this
> Davtron to digitally display Volts, but most of the time can display either
> time or other timing solutions. Any suggestions or comments appreciated. It
> has both a yellows orange background, or green, and I prefer the yellow. Is
> this the most suitable for daytime viewing?
> Thanks
> Tony Renshaw Sydney Aussie
>
> --
> This message has been scanned for viruses and
> dangerous content by Houxou, and is
> believed to be clean.
>
>
>
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