Europa-List Digest Archive

Thu 03/20/14


Total Messages Posted: 5



Today's Message Index:
----------------------
 
     1. 02:00 AM - Strobe system (spcialeffects)
     2. 03:51 AM - Re: Strobe system (Europaul383)
     3. 05:05 AM - Re: recommended oil change intervals, exclusive MOGAS (h&jeuropa)
     4. 05:37 AM - Re: recommended oil change intervals, exclusive MOGAS (rampil)
     5. 08:51 PM - Fw: Re: XS Fuel Tank (bill)
 
 
 


Message 1


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    Time: 02:00:20 AM PST US
    Subject: Strobe system
    From: "spcialeffects" <spcialeffects@aol.com>
    Looking round for a strobe system and well done lots of reading, looked at lots of different systems and am still confused. I want 4 strobes, 1 per wing, fin and belly. I wanted to use an LED system and found X1100 Hide-A-LED Modules which if I have understood correctly can be linked up with up to 20 led's and doesn't require a big power pack as this is built into each of the leads coming from the LED itself including multi flash option and they boast 1100+ lumens BUT I have read some reviews from people who bought them and they aren't impressed saying they are not all that during daylight and not that bright. Then I thought well just stick to the normal xenon tube style. Once again building an aircraft is most defiantly a learning curve AND a very personal thing so my questions are what are people using, xenon or led, do you wish you had the other? If you were or are still building what advice would you have given yourself in regards to wiring, positioning (fin or fuselage). Thanks one and all, Frank . Read this topic online here: http://forums.matronics.com/viewtopic.php?p=420655#420655


    Message 2


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    Time: 03:51:56 AM PST US
    Subject: Re: Strobe system
    From: "Europaul383" <europaul383@hotmail.com>
    Hello Frank, I fitted the Aveo Powerburst position/nav/strobe on the wingtips, and the Posistrobe MiniMax position/strobe on the fin. They use 9-18V DC power (x 2 wires to allow separate nav and strobe use) with no separate power box/controller, then just an earth and sync wire so all strobes flash in time. www.aveoengineering.com/index.php/product-info-powerburst www.aveoengineering.com/index.php/product-info-posistrobe-minimax www.aveogroup.com/aveo-shop/19-aurora-e-series Both are just visible in the attached photo and, although I haven't flown with them, they seemed very bright during testing. FWIW, I also fitted the Aveo ball vents - beautifully made and look smart too! www.aveoengineering.com/index.php/aveoair-product-info www.aveogroup.com/aveo-shop/airplane-accessories/49-aveoair-black-and-silver.html HTH Paul M 383 XS Mono 912S G-PLPM Read this topic online here: http://forums.matronics.com/viewtopic.php?p=420659#420659 Attachments: http://forums.matronics.com//files/20130415_134641_672.jpg http://forums.matronics.com//files/20130629_175825_375.jpg


    Message 3


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    Time: 05:05:52 AM PST US
    Subject: Re: recommended oil change intervals, exclusive MOGAS
    From: "h&amp;jeuropa" <butcher43@att.net>
    Chris, We have been using Aeroshell Sport Plus 4 oil in our 914 since it became available. The class at LEAF suggested it since Rotax has tested it & has an agreement with Aeroshell that no changes will occur to the formulation without notice to Rotax. Any other oil, the formula can be changed by the manufacturer. The maint manual says it is necessary to change every 100 hours when running MOGAS (no more than 30% avgas) but recommended to change every 50 hours. We change every 50 hours and send it out for anaylsis. We have 500 hours on the engine and the analysis has been good every time. Our 914 installation runs oil temp around 190 to 200 deg F and we run MOGAS more than 90% of the time. We always use Decalin when we have to use 100LL and even with that the lead sludge in the oil tank is a lot. Jim & Heather Butcher Read this topic online here: http://forums.matronics.com/viewtopic.php?p=420663#420663


    Message 4


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    Time: 05:37:00 AM PST US
    Subject: Re: recommended oil change intervals, exclusive MOGAS
    From: "rampil" <ira.rampil@gmail.com>
    Hi Jim, I noticed you send your oil out for analysis. I have done so too. However, Rotax provides no guidance I can find regarding normal limits for the analysis components and the oil analysis company is clueless about Rotax engines as well. So, my question is: what do you do with the data? Watch for trend changes? What do you do if see one since the metallurgy is so different than Lycosaurus engines? Cheers from Sunny (finally!) Georgia -------- Ira N224XS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=420666#420666


    Message 5


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    Time: 08:51:32 PM PST US
    From: bill <bill.sue@orcon.net.nz>
    Subject: Re: XS Fuel Tank
    Sue and Bill Sisley -------- Original Message -------- Subject: Re: Europa-List: XS Fuel Tank From: bill <bill.sue@orcon.net.nz> A very happy day as ZK CHV is now back in the air complete with a new aluminium fuel tank. After much deliberation I settled on 2mm aluminium to a design that eliminated all the complexity of the plastic tank but increased the volume to 85Ltrs. The structure was formed by a continuous fold from the rear bottom and over the top to front bottom. The sides and bottom are one fold each side and one piece tunnel all flange welded for strength with cut-outs and inserts to clear controls. I made the tank narrower that the previous to allow it to drop straight in without having to stretch the fuselage and 100mm taller for extra volume. No internal baffles were required as the tunnel and cut-outs provided sufficient rigidity. The outlets and breather are all AN fitings with provision for separate water drains and fuel outlets left and right and the fuel return back to the inside of the starboard tunnel. The tank sits free with the bottom rear of the tank sitting on a flange off the rear wall of the cockpit module and the front sitting on a full width flange off the front wall (seat-back) of the module. A rubber pad is glued to the tank at all contact points preventing chaffing. The original spacers are retained to prevent fore-aft movement. I raised the sides of the cockpit module to just level of the door sills and continued the same angle for the head rests so they are now slightly further to the rear. Fuel is measured with a capacitance probe calibrated in 1 litre increments. Reserve fuel on the starboard side is 14 litres. Some pics attached. Sue and Bill Sisley On 12/11/2013 10:38 p.m., nigel_graham@m-tecque.co.uk wrote: > Hi Bill > If you are serious about constructing your own alloy tank, here are > some of the issues that I considered carefully before embarking on > what turned out to be a lengthy project. > > Capacity > If you want to maximise capacity, the tank shape will be complex to > take advantage of the available space. I went "full span" and put > seamless tubes through to accommodate pitch control and rudder cables. > Since you have sawed off the top of your cockpit module, there is now > room to extend the tank vertically up by about 100 mm (to the door > sill), this should give you an extra 18 litres. Restore the strength > of the CM joint using standard "good composite practice". > This should not compromise the seating or baggage-bay access. > > Mounting > The tank cannot sit on the bottom of the fuselage but should be clear. > Incorporate supporting brackets to spread the (considerable) load to > the front and rear of the cockpit module (seat back). Design in some > method of allowing the tank to expand and contract - sitting it on a > rubber or cork mat for instance. > > Breathing > Use considerably larger breathers than were originally fitted - to > prevent pressure build-up and blow-back while filling. If possible use > two, one on each side of the tank. I routed mine up and then down, > venting under the fuselage, to prevent siphoning or fuel dumping in > the event that the aircraft ever flipped over. > > Fuel Return > I pondered the ideal configuration for the fuel return line (discussed > ad-nauseum since!) and opted to return it to the top of the tank. A > vertical cross-drilled pipe inside the tank allows the fuel to dribble > down without vapourising or having to contend with the back-pressure > of a full tank. > > Fuel Level Monitoring. > There are now far more options available to accurately monitor the > fuel contents. Capacitance level sensors work well but are sensitive > to fuel type, if you only ever use one type of fuel, this won't be an > issue. They can be used with a "lookup table" to linearize the readout > giving an accurate indication of fuel contents. Float switch stacks > are the next option, (as supplied by Europa) they are reliable and not > fuel sensitive but give a non-linear indication. I opted for the > former but included four optical sensors to give an independent > indication of fuel contents at "Full", 2/3 1/3 and "Reserve" and chose > to delete the standard "stand pipe", which, without any method of > isolating, I considered a safety risk. > > Maintenance > Now is a good time to include an inspection hatch. Machine a large > diameter "weld-in" ring with matching cover, tapped for at least six > bolts. Include a groove to accept a Viton "O" ring to seal the joint. > This cover also makes an ideal mount for the fuel level sender. > > Good luck and keep us informed of progress. > > Nigel > > > On 11/11/2013 22:43, bill wrote: >> Thank you Nigel, >> >> Having got the top off now I can see that the leak is at the shelf on >> the front of the tank where it sits on the mount. It appears that the >> fibreglass had bonded to the tank and with movement caused a fracture >> due to the stress. Having looked at the tank now which is very >> deformed and reducing capacity, I am sure a "metal" one will be much >> superior. Fortunately there are some very good craftsman around here >> so fabrication will not be a problem. Not sure we will get to the >> same volume as you have but will certainly look for more than I have >> now. Will send some pic,s when all done. >> >> Regards >> >> Sue and Bill Sisley >> On 12/11/2013 8:55 a.m., nigel_graham@m-tecque.co.uk wrote: >>> Hello Bill, >>> >>> I'm a bit late getting back on this one but as others have said, I >>> built a tank out of 5251 quarter-hard magnesium alloy. >>> It weighs 7850 grams and has a capacity of 110 litres. >>> I incorporated internal baffles, and breathers with proper AN >>> fittings to accommodate alloy pipework. It is also fitted with a >>> full length capacitive probe and four solid-state optical fuel level >>> sensors. >>> http://www.europaowners.org/main.php?g2_itemId=28719 >>> >>> The only advice I would offer is: allow yourself a long time to make and perfect your cardboard templates - the fuselage is partly conical in section so the development will be an interesting shape. Choose a welder based on his ability to weld alloy and don't fall into the trap I did of restricting yourself to a CAA approved welder whose self-belief exceeded his ability! >>> >>> Nigel >>> >>> >>> On 08/11/2013 21:37, bill wrote: >>>> >>>> After 1100hrs I have suffered a failed fuel tank on my XS Mono. Not >>>> sure exactly where the fault is other than it is high up on the >>>> tank. Will know more when I get it out. >>>> >>>> My question to the forum is, has anyone tried fabricating a metal >>>> (aluminium) tank rather than using the Polyethylene plastic one as >>>> supplied with the kit. If so, were you able to obtain the same >>>> volume and any other advice you may be able to offer. >>>> >>>> Many thanks >>>> XS Mono >>>> Kit 456 >>>> 914 and Airmaster >>>> 1100hrs >>>> >>>> >>>> Sue and Bill Sisley >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>> >>> * >>> >>> * >> >> * >> >> * > > * > > *




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