---------------------------------------------------------- Europa-List Digest Archive --- Total Messages Posted Sat 01/25/14: 13 ---------------------------------------------------------- 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) ________________________________ Message 1 _____________________________________ Time: 12:57:44 AM PST US Subject: Europa-List: Re: 912 ULS SB New Fuel Pump From: "Richard Wheelwright" 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 ________________________________ Message 2 _____________________________________ Time: 01:12:34 AM PST US Subject: Europa-List: Flap tube kink From: andrew cullum 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 ________________________________ Message 3 _____________________________________ Time: 01:14:59 AM PST US From: "john.greenhalgh1@sky.com" Subject: Europa-List: 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 ________________________________ Message 4 _____________________________________ Time: 03:32:54 AM PST US From: "richard" Subject: 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 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 5 _____________________________________ Time: 06:59:22 AM PST US Subject: Europa-List: Re: 912 ULS SB New Fuel Pump From: "Richard Wheelwright" 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 ________________________________ Message 6 _____________________________________ Time: 08:30:13 AM PST US From: "Max Cointe (Free)" Subject: RE: Europa-List: 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 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 _____________________________________ Time: 09:15:56 AM PST US Subject: Europa-List: Re: 912 ULS SB New Fuel Pump From: "Richard Wheelwright" 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 ________________________________ Message 8 _____________________________________ Time: 09:38:06 AM PST US From: Clives Email Subject: Re: Europa-List: 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" 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 > > > > > > > > > > ________________________________ Message 9 _____________________________________ Time: 01:07:23 PM PST US Subject: Europa-List: Davtron Digital Clock M803 From: Tony Renshaw 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
________________________________ Message 10 ____________________________________ Time: 01:53:27 PM PST US From: Pete Subject: Re: Europa-List: 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 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 > > > > Sent from my iPad > 


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________________________________ Message 11 ____________________________________ Time: 01:54:48 PM PST US From: "Greg Fuchs " Subject: Europa-List: 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====== > > > ________________________________ Message 12 ____________________________________ Time: 02:34:31 PM PST US From: "Pete Lawless" Subject: RE: Europa-List: 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 -- This message has been scanned for viruses and dangerous content by Houxou, and is believed to be clean. --- This email is free from viruses and malware because avast! Antivirus protection is active. http://www.avast.com ________________________________ Message 13 ____________________________________ Time: 04:21:18 PM PST US Subject: Re: Europa-List: Davtron Digital Clock M803 From: Fred Klein 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: > 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. > > > > --- > This email is free from viruses and malware because avast! 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