Today's Message Index:
----------------------
1. 01:07 AM - Re: Torque Tube Clamp (Alan Carter)
2. 01:17 AM - Re: Electrics on a Europa. (Alan Carter)
3. 01:59 AM - Re: Re: Torque Tube Clamp (Richard Wheelwright)
4. 02:32 AM - Re: Torque Tube Clamp (Alan Carter)
5. 03:03 AM - Rotax 912S mixture vs mag drop (jonathanmilbank)
6. 03:04 AM - Re: West Systems epoxy (William Daniell)
7. 03:43 AM - Heavy duty starter for Rotax 914 (Roland)
8. 04:23 AM - Re: Re: Torque Tube Clamp (danny shepherd)
9. 09:14 AM - Re: Course pitch stop setting Airmaster AP332 for high altitude (Kevin Klinefelter)
10. 12:22 PM - Re: Course pitch stop setting Airmaster AP332 for high altitude (jonathanmilbank)
11. 01:08 PM - whats involved in fitting a wing leveller (graeme bird)
12. 01:18 PM - Re: Re: Course pitch stop setting Airmaster AP332 for high altitude (David Watts)
13. 01:29 PM - Re: Re: Course pitch stop setting Airmaster AP332 for high altitude (Ian Cook)
14. 02:04 PM - Re: Re: Course pitch stop setting Airmaster AP332 for high altitude (David Watts)
15. 02:16 PM - Re: Re: Course pitch stop setting Airmaster AP332 for high altitude (Ian Cook)
16. 02:21 PM - Re: Re: Course pitch stop setting Airmaster AP332 for high altitude (Bryan Nortje)
17. 02:21 PM - Re: whats involved in fitting a wing leveller (david park)
18. 02:39 PM - Re: Course pitch stop setting Airmaster AP332 for high altitude (Roland)
19. 02:47 PM - Re: Course pitch stop setting Airmaster AP332 for high altitude (jonathanmilbank)
20. 03:13 PM - Re: Heavy duty starter for Rotax 914 (GTH)
21. 11:52 PM - Re: Heavy duty starter for Rotax 914 (Roland)
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Subject: | Re: Torque Tube Clamp |
Hi Paul.
Put Torque tube clamps in the search box on the forum ,and you will see lots of
information I posted.
Regards
Alan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447861#447861
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Subject: | Re: Electrics on a Europa. |
Hello All.
Think! I may have fixed it.
Fitted a new Rectifier about 80, Now seeing 12.9 to 13v on the voltmeter with a
fully charged battery,
Now, Master ON/OFF needle flicks but remains at 13v ( before it use to be 12.1
on and 13 off see past post)
I believe I read you should not flick the Master ON and Off with the engine running,
so won't do it again as all seems OK now.
Thanks All
Alan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447862#447862
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Subject: | Re: Torque Tube Clamp |
Pat tunny for you clamps. Look under standard mods on the LAA web site. It is all
there
Sent from my iPhone
> On 13 Oct 2015, at 09:06, Alan Carter <alancarteresq@onetel.net> wrote:
>
>
> Hi Paul.
> Put Torque tube clamps in the search box on the forum ,and you will see lots
of information I posted.
>
> Regards
> Alan
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447861#447861
>
>
>
>
>
>
>
>
>
>
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Subject: | Re: Torque Tube Clamp |
Hi Richard.
Not Sure if Pat is still making them, I have a set, excellent clamps, my tail plane
is as solid as a rock.
Alan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447864#447864
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Subject: | Rotax 912S mixture vs mag drop |
I never cease to amaze myself with how much I've forgotten, or never knew in the
past 48 years since I started flying for a living. Admittedly most of my flying
was powered by gas turbines, but I have been flying my Europa Classic for
18 years and keep having to "re-invent the wheel."
For reasons I won't bore you with, it came about that I needed to fiddle with the
carburettor needle positions and after each experimental move of the needles
by one notch, I took the engine up to full temperature and performed repeated
"mag" drop checks along the way.
The long and the short of this is that the leaner the mixture (needles moved down)
the greater the "mag" drop and vice versa. If we had different engines with
separate mixture control in the cockpit, then this would be glaringly obvious.
But I've become so accustomed to single lever engine control, that I've mentally
obliterated such out-dated complications.
So if you think that your "mag" drop check gives borderline (too much drop) results,
consider moving your needles one notch richer. It's dramatic how greatly
the results get improved, to well within book figures. Here's a quote and a link:
"The leaner the mixture, the more mag drop you'll see on one mag, and that's normal." http://www.advancedpilot.com/articles.php?action=article&articleid=1844
Obviously I never had enough flight time in proper old "heavy metal" aircraft,
which teach you a lot.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447865#447865
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Subject: | Re: West Systems epoxy |
Thanks
Will
On Oct 9, 2015 3:42 PM, "Graeme Hart" <graeme.hart@onecoolkat.com> wrote:
> 105 resin with 205 fast or 206 slow hardener.
>
> I confirmed this a few weeks ago with Europa Aircraft technical support.
>
> Unfortunately there is no alternative to redux or araldite 420A/B.
> On 10/10/2015 3:31 am, "William Daniell" <wdaniell.longport@gmail.com>
> wrote:
>
>> What is the recomendad item for West systems epoxy?
>> thanks
>> Will
>> William Daniell
>> LONGPORT
>> +57 310 295 0744
>>
>> *
>>
>> arget="_blank">http://www.matronics.com/Navigator?Europa-List <http://www.matronics.com/Navigator?Europa-List>
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution <http://www.matronics.com/contribution>
>>
>> *
>>
>> *
>
>
> *
>
>
Message 7
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Subject: | Heavy duty starter for Rotax 914 |
Hi all,
since I'm planning to move (the much lighter) LiFePo battery
http://www.accu-24.de/ALIANT-LiFePO4-Ultralight-Battery-X4-13-2-V-92-Ah from the baggage compartment onto the right footwell and having to change the Rotax sprug clutch this winter (lots of kick backs on starting), I'm also thinking about installing a heavy duty starter like this one http://silent-hektik.com/UL_912_Anlasser.htm .
I seem to remember, that it's most advisable to retrofit it on the 912 S with its
higher compression.
Did anyone of you install such a heavy duty starter on the 912 or 914 or is it
just overkill for this engine?
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447867#447867
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Subject: | Re: Torque Tube Clamp |
I'll second that, Pat came to my home and removed the torque tube,a
couple of weeks later he refitted the tube and clamps. great job and not
expensive.
Danny G-ceri
On 13/10/2015 10:31, Alan Carter wrote:
>
> Hi Richard.
>
> Not Sure if Pat is still making them, I have a set, excellent clamps, my tail
plane is as solid as a rock.
>
> Alan
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447864#447864
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high altitude |
You say you set the controller to 4800 for cruise. Is that in manual mode? The
factory setting is 5100 I think, which is the minimum cruise RPM recommended.
I think you might want to refer to the airmaster manual.
Kevin
> On Oct 11, 2015, at 10:46 PM, Roland <schmidtroland@web.de> wrote:
>
>
> Hi,
>
> I've set the Airmaster Controller for a cruise of 4800 RPM. That works good at
low altitudes.
>
> However, when I go up high (highest was FL 180 by now), I have to reduce throttle
in cruise to not over rev the engine (at least to stay below MCP of 5500
RPM).
>
> I read about some US-Europa-owners also flying high frequently.
>
> Is there any course pitch stop-setting to recommend for high altitudes (any rule
of thump maybe)?
>
> I think, that the Warp Drive blades are not first choice for high altitude but
that's another story.
>
> Thanks
> Roland
> PH-ZTI
> XS TG 914
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447837#447837
>
>
>
>
>
>
>
>
>
>
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high altitude |
My Airmaster gives 5000 rpm when set to Auto and Cruise. I've been using this excellent
propeller hub for over 15 years and had it first inspected, then modified
for the wider blades after fitting a 100hp engine. I've never seen anything
written which states that you can't set the coarse pitch stop for less than
5000 in manual cruise.
My Rotax 912ULS isn't fitted with a turbo and therefore can't be "over-boosted"
no matter how low the rpm. The only sensible constraint I was given about setting
the coarse stop, was to ensure that if stuck at the coarse limit for some
reason, then in the event of having to go around late on final approach, the
aircraft should still be able to climb safely at low rpm with full throttle, flaps
down and heavily laden. This is easily done at low airfield elevations, with
the coarse pitch stop set to allow 4700 rpm in my normal 115 - 120 kt cruise.
I can't see the point of being allowed to cruise fast using lots of power while
not being allowed to enjoy the benefit of a quieter engine running at lower,
quieter rpm. It doesn't make sense when considering that this touring aircraft
should be set up to benefit from quieter engine operations to afford the occupants
a more restful flight and also safer due to reduced noise distraction.
For many years I have cruised far and wide at around 120 knots with the rpm set
manually to around 4700 with no ill effects. The reduction in noise generated
by taking the rpm 300 lower is very agreeable.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447899#447899
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Subject: | whats involved in fitting a wing leveller |
I don't really understand how they work, presumably any manual input overrides
them but they must be fairly strong to rotate the tube. I guess if you disable
it, it disengages the servo and reverts to a normal feel stick.
Any recommendations as to a easiest fit set up. I dont have an EFIS I would have
to fit something probably in place of my 'steam DI' which I wouldnt miss that
much.
It would seem a useful device for long flights. Is it an easy standard mod?
--------
Graeme Bird
G-UMPY
Mono Classic/XS FFW 912S/Woodcomp 3000/3W
Newby: 200 hours 4 years on the Mono
g(at)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447902#447902
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high |
altitude
Jonathan,
I totally agree with all you say.
At 1,100 hours and 100 hours after changing my engine to the 912S, I fitted the
Airmaster propeller.
I immediately set the cruise pitch to 4700rpm through a connection with my computer
and I have now done 1,100 hours with this setup and I am completely happy
with it.
I usually cruise at between 24 and 25 inches manifold pressure which gives a lovely
smooth and quiet performance and opening up to 26 inches gives me 140 knots
cruise.
I have tested it fully loaded and found that I can leave it in cruise setting and
climb at just over 500 fpm after take off, fully satisfying any LAA requirements.
Dave Watts
G-BXDY Classic Monowheel 2,200 hours
> On 13 Oct 2015, at 20:19, jonathanmilbank <jdmilbank@yahoo.co.uk> wrote:
>
>
> My Airmaster gives 5000 rpm when set to Auto and Cruise. I've been using this
excellent propeller hub for over 15 years and had it first inspected, then modified
for the wider blades after fitting a 100hp engine. I've never seen anything
written which states that you can't set the coarse pitch stop for less than
5000 in manual cruise.
>
> My Rotax 912ULS isn't fitted with a turbo and therefore can't be "over-boosted"
no matter how low the rpm. The only sensible constraint I was given about setting
the coarse stop, was to ensure that if stuck at the coarse limit for some
reason, then in the event of having to go around late on final approach, the
aircraft should still be able to climb safely at low rpm with full throttle,
flaps down and heavily laden. This is easily done at low airfield elevations,
with the coarse pitch stop set to allow 4700 rpm in my normal 115 - 120 kt cruise.
>
> I can't see the point of being allowed to cruise fast using lots of power while
not being allowed to enjoy the benefit of a quieter engine running at lower,
quieter rpm. It doesn't make sense when considering that this touring aircraft
should be set up to benefit from quieter engine operations to afford the occupants
a more restful flight and also safer due to reduced noise distraction.
>
> For many years I have cruised far and wide at around 120 knots with the rpm set
manually to around 4700 with no ill effects. The reduction in noise generated
by taking the rpm 300 lower is very agreeable.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447899#447899
>
>
>
>
>
>
>
>
>
>
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high |
altitude
Dave,
Have you got any details of how to connect and set up the 4700 using
the computer? I would love to do this on my MG as the VNE is only 126kts
with the motor glider wings fitted.
Ian Cook
G-CBHI
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of David Watts
Sent: 13 October 2015 21:15
Subject: Re: Europa-List: Re: Course pitch stop setting Airmaster AP332 for
high altitude
Jonathan,
I totally agree with all you say.
At 1,100 hours and 100 hours after changing my engine to the 912S, I fitted
the Airmaster propeller.
I immediately set the cruise pitch to 4700rpm through a connection with my
computer and I have now done 1,100 hours with this setup and I am completely
happy with it.
I usually cruise at between 24 and 25 inches manifold pressure which gives a
lovely smooth and quiet performance and opening up to 26 inches gives me 140
knots cruise.
I have tested it fully loaded and found that I can leave it in cruise
setting and climb at just over 500 fpm after take off, fully satisfying any
LAA requirements.
Dave Watts
G-BXDY Classic Monowheel 2,200 hours
> On 13 Oct 2015, at 20:19, jonathanmilbank <jdmilbank@yahoo.co.uk> wrote:
>
> --> <jdmilbank@yahoo.co.uk>
>
> My Airmaster gives 5000 rpm when set to Auto and Cruise. I've been using
this excellent propeller hub for over 15 years and had it first inspected,
then modified for the wider blades after fitting a 100hp engine. I've never
seen anything written which states that you can't set the coarse pitch stop
for less than 5000 in manual cruise.
>
> My Rotax 912ULS isn't fitted with a turbo and therefore can't be
"over-boosted" no matter how low the rpm. The only sensible constraint I was
given about setting the coarse stop, was to ensure that if stuck at the
coarse limit for some reason, then in the event of having to go around late
on final approach, the aircraft should still be able to climb safely at low
rpm with full throttle, flaps down and heavily laden. This is easily done at
low airfield elevations, with the coarse pitch stop set to allow 4700 rpm in
my normal 115 - 120 kt cruise.
>
> I can't see the point of being allowed to cruise fast using lots of power
while not being allowed to enjoy the benefit of a quieter engine running at
lower, quieter rpm. It doesn't make sense when considering that this touring
aircraft should be set up to benefit from quieter engine operations to
afford the occupants a more restful flight and also safer due to reduced
noise distraction.
>
> For many years I have cruised far and wide at around 120 knots with the
rpm set manually to around 4700 with no ill effects. The reduction in noise
generated by taking the rpm 300 lower is very agreeable.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447899#447899
>
>
>
>
>
>
>
>
>
>
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high |
altitude
Ian,
You need the connector lead from Airmaster and a Serial connection lead for your
computer.
You then need to download the software from the Airmaster website which comes with
all the instructions regarding what to do.
Dave Watts
> On 13 Oct 2015, at 21:27, Ian Cook <iancook_1@hotmail.com> wrote:
>
>
> Dave,
> Have you got any details of how to connect and set up the 4700 using
> the computer? I would love to do this on my MG as the VNE is only 126kts
> with the motor glider wings fitted.
>
> Ian Cook
> G-CBHI
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of David Watts
> Sent: 13 October 2015 21:15
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Re: Course pitch stop setting Airmaster AP332 for
> high altitude
>
>
> Jonathan,
>
> I totally agree with all you say.
>
> At 1,100 hours and 100 hours after changing my engine to the 912S, I fitted
> the Airmaster propeller.
>
> I immediately set the cruise pitch to 4700rpm through a connection with my
> computer and I have now done 1,100 hours with this setup and I am completely
> happy with it.
>
> I usually cruise at between 24 and 25 inches manifold pressure which gives a
> lovely smooth and quiet performance and opening up to 26 inches gives me 140
> knots cruise.
>
> I have tested it fully loaded and found that I can leave it in cruise
> setting and climb at just over 500 fpm after take off, fully satisfying any
> LAA requirements.
>
> Dave Watts
> G-BXDY Classic Monowheel 2,200 hours
>
>> On 13 Oct 2015, at 20:19, jonathanmilbank <jdmilbank@yahoo.co.uk> wrote:
>>
>> --> <jdmilbank@yahoo.co.uk>
>>
>> My Airmaster gives 5000 rpm when set to Auto and Cruise. I've been using
> this excellent propeller hub for over 15 years and had it first inspected,
> then modified for the wider blades after fitting a 100hp engine. I've never
> seen anything written which states that you can't set the coarse pitch stop
> for less than 5000 in manual cruise.
>>
>> My Rotax 912ULS isn't fitted with a turbo and therefore can't be
> "over-boosted" no matter how low the rpm. The only sensible constraint I was
> given about setting the coarse stop, was to ensure that if stuck at the
> coarse limit for some reason, then in the event of having to go around late
> on final approach, the aircraft should still be able to climb safely at low
> rpm with full throttle, flaps down and heavily laden. This is easily done at
> low airfield elevations, with the coarse pitch stop set to allow 4700 rpm in
> my normal 115 - 120 kt cruise.
>>
>> I can't see the point of being allowed to cruise fast using lots of power
> while not being allowed to enjoy the benefit of a quieter engine running at
> lower, quieter rpm. It doesn't make sense when considering that this touring
> aircraft should be set up to benefit from quieter engine operations to
> afford the occupants a more restful flight and also safer due to reduced
> noise distraction.
>>
>> For many years I have cruised far and wide at around 120 knots with the
> rpm set manually to around 4700 with no ill effects. The reduction in noise
> generated by taking the rpm 300 lower is very agreeable.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=447899#447899
>
>
>
>
>
>
>
>
>
Message 15
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high |
altitude
Thanks Dave I will contact Martin.
Regards
Ian
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of David Watts
Sent: 13 October 2015 22:03
Subject: Re: Europa-List: Re: Course pitch stop setting Airmaster AP332 for
high altitude
Ian,
You need the connector lead from Airmaster and a Serial connection lead for
your computer.
You then need to download the software from the Airmaster website which
comes with all the instructions regarding what to do.
Dave Watts
> On 13 Oct 2015, at 21:27, Ian Cook <iancook_1@hotmail.com> wrote:
>
>
> Dave,
> Have you got any details of how to connect and set up the 4700
> using the computer? I would love to do this on my MG as the VNE is
> only 126kts with the motor glider wings fitted.
>
> Ian Cook
> G-CBHI
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of David
> Watts
> Sent: 13 October 2015 21:15
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Re: Course pitch stop setting Airmaster
> AP332 for high altitude
>
>
> Jonathan,
>
> I totally agree with all you say.
>
> At 1,100 hours and 100 hours after changing my engine to the 912S, I
> fitted the Airmaster propeller.
>
> I immediately set the cruise pitch to 4700rpm through a connection
> with my computer and I have now done 1,100 hours with this setup and I
> am completely happy with it.
>
> I usually cruise at between 24 and 25 inches manifold pressure which
> gives a lovely smooth and quiet performance and opening up to 26
> inches gives me 140 knots cruise.
>
> I have tested it fully loaded and found that I can leave it in cruise
> setting and climb at just over 500 fpm after take off, fully
> satisfying any LAA requirements.
>
> Dave Watts
> G-BXDY Classic Monowheel 2,200 hours
>
>> On 13 Oct 2015, at 20:19, jonathanmilbank <jdmilbank@yahoo.co.uk> wrote:
>>
>> --> <jdmilbank@yahoo.co.uk>
>>
>> My Airmaster gives 5000 rpm when set to Auto and Cruise. I've been
>> using
> this excellent propeller hub for over 15 years and had it first
> inspected, then modified for the wider blades after fitting a 100hp
> engine. I've never seen anything written which states that you can't
> set the coarse pitch stop for less than 5000 in manual cruise.
>>
>> My Rotax 912ULS isn't fitted with a turbo and therefore can't be
> "over-boosted" no matter how low the rpm. The only sensible constraint
> I was given about setting the coarse stop, was to ensure that if stuck
> at the coarse limit for some reason, then in the event of having to go
> around late on final approach, the aircraft should still be able to
> climb safely at low rpm with full throttle, flaps down and heavily
> laden. This is easily done at low airfield elevations, with the coarse
> pitch stop set to allow 4700 rpm in my normal 115 - 120 kt cruise.
>>
>> I can't see the point of being allowed to cruise fast using lots of
>> power
> while not being allowed to enjoy the benefit of a quieter engine
> running at lower, quieter rpm. It doesn't make sense when considering
> that this touring aircraft should be set up to benefit from quieter
> engine operations to afford the occupants a more restful flight and
> also safer due to reduced noise distraction.
>>
>> For many years I have cruised far and wide at around 120 knots with
>> the
> rpm set manually to around 4700 with no ill effects. The reduction in
> noise generated by taking the rpm 300 lower is very agreeable.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=447899#447899
>
>
>
>
>
>
>
>
>
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high |
altitude
Hi David
I too would like to make some adjustments to my set up. Where does one get the
required lead to make the changes?
Thanks
Bryan
Sent from my iPhone
> On 13 Oct 2015, at 21:14, David Watts <dg.watts@talktalk.net> wrote:
>
>
> Jonathan,
>
> I totally agree with all you say.
>
> At 1,100 hours and 100 hours after changing my engine to the 912S, I fitted the
Airmaster propeller.
>
> I immediately set the cruise pitch to 4700rpm through a connection with my computer
and I have now done 1,100 hours with this setup and I am completely happy
with it.
>
> I usually cruise at between 24 and 25 inches manifold pressure which gives a
lovely smooth and quiet performance and opening up to 26 inches gives me 140 knots
cruise.
>
> I have tested it fully loaded and found that I can leave it in cruise setting
and climb at just over 500 fpm after take off, fully satisfying any LAA requirements.
>
> Dave Watts
> G-BXDY Classic Monowheel 2,200 hours
>
>> On 13 Oct 2015, at 20:19, jonathanmilbank <jdmilbank@yahoo.co.uk> wrote:
>>
>>
>> My Airmaster gives 5000 rpm when set to Auto and Cruise. I've been using this
excellent propeller hub for over 15 years and had it first inspected, then modified
for the wider blades after fitting a 100hp engine. I've never seen anything
written which states that you can't set the coarse pitch stop for less than
5000 in manual cruise.
>>
>> My Rotax 912ULS isn't fitted with a turbo and therefore can't be "over-boosted"
no matter how low the rpm. The only sensible constraint I was given about
setting the coarse stop, was to ensure that if stuck at the coarse limit for some
reason, then in the event of having to go around late on final approach, the
aircraft should still be able to climb safely at low rpm with full throttle,
flaps down and heavily laden. This is easily done at low airfield elevations,
with the coarse pitch stop set to allow 4700 rpm in my normal 115 - 120 kt cruise.
>>
>> I can't see the point of being allowed to cruise fast using lots of power while
not being allowed to enjoy the benefit of a quieter engine running at lower,
quieter rpm. It doesn't make sense when considering that this touring aircraft
should be set up to benefit from quieter engine operations to afford the occupants
a more restful flight and also safer due to reduced noise distraction.
>>
>> For many years I have cruised far and wide at around 120 knots with the rpm
set manually to around 4700 with no ill effects. The reduction in noise generated
by taking the rpm 300 lower is very agreeable.
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=447899#447899
>
>
>
>
>
Message 17
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Subject: | Re: whats involved in fitting a wing leveller |
Just fitted Eze Autopilot Wing Leveller with Gold Servo.
Works perfectly will follow Garmin 496 flight plan or selected course.
Easy fit get the loom as well.
Dave G-LDVO
Sent from my iPhone
> On 13 Oct 2015, at 21:07, graeme bird <graeme@gdbmk.co.uk> wrote:
>
>
> I don't really understand how they work, presumably any manual input overrides
them but they must be fairly strong to rotate the tube. I guess if you disable
it, it disengages the servo and reverts to a normal feel stick.
> Any recommendations as to a easiest fit set up. I dont have an EFIS I would have
to fit something probably in place of my 'steam DI' which I wouldnt miss that
much.
> It would seem a useful device for long flights. Is it an easy standard mod?
>
> --------
> Graeme Bird
> G-UMPY
> Mono Classic/XS FFW 912S/Woodcomp 3000/3W
> Newby: 200 hours 4 years on the Mono
> g(at)gdbmk.co.uk
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=447902#447902
>
>
>
>
>
>
>
>
>
>
Message 18
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high altitude |
That's what the operator's manual for the 914 says:
Run the engine in accordance with the following tabel.
RPM MAP inHg Percent of power Throttle position
5800 40 100% Power (Full Throttle) 115% Throttle Position
5500 35 85% Power (Maximum Cruise) 100% Throttle Position
5000 31 75% Power (Normal Cruise) Approx. 85% Throttle Position.
4800 29 65% Power (Economy Cruise) Approx. 65% Throttle Position
However my question was concerning the course pitch stop adjustment, which is not
to overcome by the controller, not on auto and neither on manual. This prevents
the controller currently from setting the blades to a courser pitch.
Anyhow I got an answer from Martin from Airmaster recommending to turn the course
pitch stop cam 2 turns anticlockwise. I think I'll start with this....
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447912#447912
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Subject: | Re: Course pitch stop setting Airmaster AP332 for high altitude |
Dave,
Very interesting, thanks. It never occurred to me to change the Auto Cruise setting
by means of software alteration. I did it electro-mechanically by adjusting
the coarse micro-switch position until I achieved 4700 rpm at 120 kts cruise.
Actually this task is made simpler by starting from a coarse pitch setting
angle given by Airmaster (as I recall) which puts you near the middle of the ball-park.
Thereafter only a minor adjustment or two are needed for accuracy.
This method has the safety advantage of making it near-impossible for a controller/computer
fault to push the pitch too far into the coarse range, making a baulked
landing go-around dangerous (no climb or worse).
I left the Airmaster factory settings unchanged for take-off +/- 5750, climb +/-5450
and cruise +/-5000. In my mind these settings are analogous to first gear,
second gear, third gear and higher "gears" are achieved by selecting Manual
and beeping with the rocker switch.
Similarly the fine micro-pitch switch in the hub should be set so that when in
manual at about 80 knots it shouldn't be possible to beep with the rocker switch
to push the rpm above 5800, thereby preventing damage to the engine.
I believe that you should regard the computer/controller governed T/O-Climb-Cruise
settings as "nice to have" but not essential. With the hub Coarse and Fine
micro-switch stops properly set as suggested above, you are then set up to fly
safely in Manual, regardless of software glitches.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447913#447913
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Subject: | Re: Heavy duty starter for Rotax 914 |
Le 13/10/2015 12:43, Roland a crit :
>
> Did anyone of you install such a heavy duty starter on the 912 or 914 or is it
just overkill for this engine?
Hi Roland,
Never had a kickback or any problem on the 914 with a Hawker SB8 battery
(2.7 kg) in the back, so you may want to make sure it has not something
to do with the starting circuit.
FWIW
Mit Freundlichen Gruessen,
Gilles
http://contrails.free.fr
>
Message 21
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Subject: | Re: Heavy duty starter for Rotax 914 |
Bonjour Gilles,
I think my kick back Problem is typical for a broken (worn out?) sprag clutch (that's
also what Rotax suspects). The LiFePo battery is very strong and I think
this Problem should be solved with a new sprag clutch.
However the long wiring between the battery and the starter is far from ideal,
so I'll change it on this occasion as well.
The idea of the heavy duty starter arised, because the engine/starter has 650 hrs
now and the engine has to be taken out anyway. Plus the cables should not be
longer than 50 cm, which would be the case with the new battery position. So
just nice to have, but certainly unnecessary.
What I've learned by now is, that several feasible approaches to the problem exist
- and, that I'm not the only one having it :-)
Salut
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=447921#447921
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