Today's Message Index:
----------------------
1. 01:39 AM - Re: UK back-up VFR instruments for EFIS (Peter Jeffers)
2. 05:22 AM - 914 Engine Mount Bolts (spcialeffects)
3. 05:32 AM - Re: UK back-up VFR instruments for EFIS (jonathanmilbank)
4. 06:26 AM - Re: Tri-gear wheel source? (Bud Yerly)
5. 06:58 AM - Re: 914 Engine Mount Bolts (GTH)
6. 07:14 AM - Re: 914 Engine Mount Bolts (spcialeffects)
7. 07:38 AM - Re: Engine Bay Heat Barrier and cockpit ventillation (Bud Yerly)
8. 07:57 AM - Re: UK back-up VFR instruments for EFIS (JonSmith)
9. 08:18 AM - Re: 914 Engine Mount Bolts (spcialeffects)
10. 08:20 AM - Re: UK back-up VFR instruments for EFIS (jonathanmilbank)
11. 11:40 AM - Re: Re: 914 Engine Mount Bolts (GTH)
12. 12:23 PM - Re: UK back-up VFR instruments for EFIS (rampil)
13. 03:07 PM - What navigation software to use for Europe and France? (John Archer)
14. 03:24 PM - Re: What navigation software to use for Europe and =?UTF-8?Q?France=3F? (davidjoyce@doctors.org.uk)
15. 11:47 PM - Re: What navigation software to use for Europe and France? (Alain Chabert)
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Subject: | UK back-up VFR instruments for EFIS |
Hi Johnathan
Unless something has changed very recently the CAA/LAA will require a
minimum of backup ASi ALT and compass. The only exception to these rules is
if the a/c is classed as a microlight, then there are no such requirements.
Do with that info as you will.
Pete
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of jonathanmilbank
Sent: 15 April 2016 22:03
Subject: Europa-List: UK back-up VFR instruments for EFIS
--> <jdmilbank@yahoo.co.uk>
A friend has asked me to perform the flight tests for the initial permit
issue for a nice little 2-seat VLA and he seems only to have an EFIS with
little else by way of "steam-driven" instruments for VFR back-up. The only
photo I've seen doesn't show the panel clearly.
As a retired commercial pilot, it seems to me that permit light aircraft
should be subject to the same requirements as certified VFR aircraft i.e. a
bare minimum of ASI, altimeter and magnetic compass. I've seen CS-VLA 1303
Flight and navigation instruments "The following are required flight and
navigational instruments: (a) An airspeed indicator; (b) An altimeter; (c) A
magnetic direction indicator" but I can't see any reference to whether this
applies to permit aircraft, or whether an EFIS alone is enough.
What should I do? Decline to carry out the flight tests until suitable
back-ups are installed, or just do the flights and hope that the friend
(trainee pilot) has researched this topic for himself and satisfies whatever
requirements he's discovered? His aircraft is several hundreds of miles away
from where I live
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Subject: | 914 Engine Mount Bolts |
Calling all rotax 914'ers! So today was very chuffed to be moving onto a new part
of the manuel, hanging the engine. However ran into a problem straight away.
The lower STBD bolt, that they tell you cut to 95mm and grind a flat in the
head, How do you get it in????? Firstly now iv trimmed it to 95mm, once the nut
is on, there is 1/2 to 1 tread poking out but more importantly when you try
to put it in from above the turbo the angle it is as there is no way its going
in! The curved casting of the turbo keeps the bolt at an angle. Any input is
appreciated. Many thanks Frank
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Subject: | Re: UK back-up VFR instruments for EFIS |
Hi Pete,
Thanks for confirming this. It would be good if I could discover the reference
in print from the LAA.
Jonathan
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Subject: | Re: Tri-gear wheel source? |
Rick,
Go onto my www.customflightcreations.com site and hit the techniques
articles and download the pdf on spare parts. Everything from fuel to gear.
Other stuff their too.
Somebody should do the same type list for Europe.
Regards,
Bud Yerly
-----Original Message-----
From: Rick Moss
Sent: Thursday, April 14, 2016 5:04 AM
Subject: Europa-List: Tri-gear wheel source?
Hi all,
Maintenance has just revealed a crack in one of the disk lugs of a main
wheel on my Trigear. My preference would be to buy one from Europa, but
they're closed for 2 weeks; does anybody know the Matco part details, as I
believe they make them? I don't want to be grounded for that long!
Thanks,
Rick
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Subject: | Re: 914 Engine Mount Bolts |
Le 16/04/2016 14:21, spcialeffects a crit :
>
> Calling all rotax 914'ers! So today was very chuffed to be moving onto a new
part of the manuel, hanging the engine. However ran into a problem straight away.
The lower STBD bolt, that they tell you cut to 95mm and grind a flat in the
head, How do you get it in????? Firstly now iv trimmed it to 95mm, once the
nut is on, there is 1/2 to 1 tread poking out but more importantly when you try
to put it in from above the turbo the angle it is as there is no way its going
in! The curved casting of the turbo keeps the bolt at an angle. Any input
is appreciated. Many thanks Frank
>
>
Franck,
Not sure exactly what bolt you are talking about, engine to ring or ring
to engine mount or else, maybe your are refering to some particular
Europa manual or something else.
Two things could help :
- The official Rotax installation manual is downloadable from the Internet
- If your setup is different from the Rotax standards, why not just
temporarily remove the turbo elbow which seems to be in the way ?
FWIW
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
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Subject: | Re: 914 Engine Mount Bolts |
Hi Gilles, thanks for the reply. the bolt I'm having trouble with is the STBD lower
ring mount to europa engine frame. The one they tell you to fit the opposite
to the other 3. The only way i thing i can fit it is to take off the whole
exhaust system OR just take off the muffler and turbo at the square flange. Was
just wanting to hear how others had done it
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Subject: | Re: Engine Bay Heat Barrier and cockpit ventillation |
In my opinion, heat barrier of the =93works on my home heater unit=94
should be thought out a bit more for an aircraft.
A common glue on heat barrier material using aluminum and a fuzzy
material on the back pasted on with a silicon type glue burned very well
when exposed to direct flame. And it would not self extinguish. Test
before you install.
I use the firewall '2000 barrier which is much better than any other
product. The firewall aluminum/fiberfax/stainless sandwich material
available from aircraft spruce is marvelous for a firewall.
As far as our phenolic firewall, I put a torch to our resin firewall
some years ago and was astonished that it only charred and did not burn
or melt. 1000 F for about 5 minutes. Pretty good stuff. My
recollection is that it should only be good to about 750 before
breakdown.
It does transfer heat though. On the 912S I have never found it a
problem. On the 914, even in Florida, proper ventilation had meant a
comfortable cockpit. However, on one clients aircraft, I did add a
simple .016 in stainless reflector sheet shaped to the pilot foot well
face and mounted it with 3/16 inch spacers holding it off a bit to
provide dead airspace as the customer complained his feet were warm. I
flew the airplane in mid summer for about 10 hours and found it was more
comfortable, but he was enthusiastic that the heat reflector was perfect
for him. I didn=92t feel that the cost of firewall material was
necessary in this case, and the stainless sheet is inexpensive (for an
aircraft), and very attractive.
On the subject of cockpit ventilation:
The =93Ultimate Ventilator=94 is the unit I use most. I have found that
if you have a short exhaust pipe out of your cowl (Rotax), the vents
need to be above the hull halves. My trigear on a 75 knot climb using
AV gas leaves a bit of a gray exhaust plume on the fuselage and the NACA
vent placed any lower than 6 inches below the glass edge tends to allow
a whiff of exhaust in the aircraft. Those of you with very long pipes
exiting the cowl may not experience this. My NACA ducts placed per the
Classic ideas days which placed it down about 6 inches below the glass
to avoid the knees, must be left closed during climb out. In cruise it
is acceptable, but frankly are never used. The Ultimate Ventilators can
be aimed to deflect the incoming air directly to the pilot and
passenger.
I place the Ultimate ventilators in either the corner of the windscreen
glass about 1 inch from the edges knob pointing aft of course. It
requires courage to drill the glass but is fairly easy to do. Practice
on plexiglass to get the drill speed right. A number of folks have seen
mine in 12AY, and all of my build assists. It is not rocket science.
In new builds I place the vent in the area just below the windscreen.
Place it far enough forward to be usable around the canopy bow.
These Ultimate Ventilators keep me cool even in the hottest stickiest
days at low altitude in Florida. More importantly, my wife (she does
not do hot and sticky) is very comfortable with them. Of course I use
the 914 to get her as high as I can to around 10,000 to keep her
comfortable.
In aircraft using eyeball vents and the NACA, they work well but I find
the exit either so low that my knees get in the way, or it inhibits
getting the panel out if mounted higher. Panel removal is a very big
thing with me because that is where all the toys are. If I want to
upgrade a panel, I expect to pull it out aft with only a few screws and
cannon type plugs. Pulling out a face panel while in the cockpit is no
longer enjoyable, as I am getting old and fat and want easy. The
Ultimate Ventilators (also used on many Vans aircraft) are quite
directional and mounted to hit the pilot/copilot in the face or torso.
As for the feet, I=92ve seen a simple NACA that aims down through the
panel to the feet of the pilot. OK for pattern work but at altitude or
in winter, are taped up. (Note: on the RV 12 they have a 1946 Desoto
type vent, which when placed as most do, in a forward impact will rip
you leg open.) Pay attention to where things are in the cockpit to
prevent unnecessary injury, or extra maintenance work. That looks about
right needs to be thought out until that works really well is achieved.
Keep in mind, the air has to exit the cabin for the ventilation to work.
One can put in simple vents in the D panel in the baggage bay, or
spacers on the D panel screws to move it forward. The aft end of the
trigear is quite good as a suction source. Cutting out a 4 inch slot in
the door seal at the rear near the strut works well, as this is a low
pressure area, and rain can=92t get in as the channel drains the water
down and out.
The mono can be a problem (surprise!) as the owner who choses to leave a
larger hole in the bottom can tend to capture air and pressurize the
cockpit through the tunnel penetrations. If the aft wheel bay is closed
properly, and the cockpit slots are closed up and even lined with foam
on the inside to seal the gear, flap tube, brake, rudder cable and
throttle slots, one should not have a problem with unwanted cold or hot
air coming in. A tedious job, but if done so as to be maintainable and
interference free, rewarding.
My two cents also.
Bud Yerly
From: Christoph Both
Sent: Thursday, April 14, 2016 12:23 PM
Subject: FW: Europa-List: Engine Bay Heat Barrier
Hi Will,
I used the heat barrier product with over silica backed stick on. Glue
is good up to 300F, metal surface up to 2000F. I used this older
product, they now have a 24K new product I am not familiar with.
Stuck it onto the firewall at all not critical sections 2012. Still
sticks on after 250 hours.
http://www.thermotec.com
Critical sections were covered with an Aircraft Spruce both sides
stainless steel backed product:
Firewall-2000 Product# 05-00948 which I used to also cover the entire
motor mount cavity up to the firewall. Make sure you order a tube of the
2000F fire retardant "silicone=94 with it to seal all the edges. I
riveted the sheet with mounting washers to the firewall. This way the
entire footwell back to the tunnel is being protected for my TRI. Bud
suggested this and its good extra insurance.
Christoph
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Subject: | Re: UK back-up VFR instruments for EFIS |
The new LAA leaflet TL2.28 giving details of requirements for IFR also outlines
requirements for VFR as an intro to the IFR part. The section specifically about
VFR flight instrumentation is on page 9.
http://www.lightaircraftassociation.co.uk/engineering/TechnicalLeaflets/Operating%20An%20Aircraft/TL%202.28%20Night%20IFR%20assessment.pdf
Don't know where the original defined VFR requirements are. CS-23 maybe?
H.T.H, Jon
--------
G-TERN
Classic Mono
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Subject: | Re: 914 Engine Mount Bolts |
Well have just gone back into the workshop and got the bolt i cut to 95mm and cut
some more thread so that the nut goes on further, first problem solved. Next
i messed around with the bolt for a while, re-read the instructions and what
it says (on the diagram bottom right) and the picture don't correspond. It says
that the cap screw must point forward yet is pictured pointing backwards??
Anyway all sorted now
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Subject: | Re: UK back-up VFR instruments for EFIS |
Perfect, thanks Jon. Good enough for my purposes. And by squinting closely at the
indistinct picture which my friend provided, I think I can just make out that
the cluster of three instruments are those required for back-up. Apart from
that he has no other round dials in evidence; just one large EFIS panel in front
of the pilot which probably displays everything including engine parameters.
Jonathan
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Subject: | Re: 914 Engine Mount Bolts |
Le 16/04/2016 16:13, spcialeffects a crit :
> The only way i thing i can fit it is to take off the whole exhaust system OR
just take off the muffler and turbo at the square flange. Was just wanting to
hear how others had done it
Frank,
Please note that I did not build the same airplane as yours, though both
machines share the same engine and the same cruise speed.
Just to say that taking off the Rotax muffler is no big deal, especially
if it helps to install the engine.
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
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Subject: | Re: UK back-up VFR instruments for EFIS |
Hi Jonathan!
I'm just curious about your query and underlying assumptions.
Are light aircraft in the LAA/PFA world required to have certificated instrumentation
(USA TSO equivalent)? In the US, that is not the case, FWIW.
Assuming (and quite possibly wrongly) that certificated instrumentation
is not mandatory, why then are steam gauges required in your opinion, if the
EFIS has all required data displayed.
Are you making the argument that electronic instrumentation is less
accurate or less reliable than mechanical? I do not believe you can find
objective data supporting that contention. The hide-bound FAA in the
US has come to see the light. They have begun to allow non-TSO
instrumentation to be panel-mounted in certified aircraft, e.g.,
Dynons D10 in Cessna 172s.
Of course some people just don't like glass instruments. I have a neighbor
here with over 25000 ATP flight hours, a J-3 cub, a Stearman, and an FAA
"Wright Brothers" award for 50 years of accident-free flying. He won't
fly behind a Rotax because he believes an engine RPM over 3000 is unsafe.
Each to their own.
--------
Ira N224XS
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Subject: | What navigation software to use for Europe and France? |
I have become dissatisfied with Airnavpro because of recent "upgrades" which in
my opinion have rendered it less user friendly than before. The menu has become
more cluttered, the symbols less clear, closer together and although I haven't
flown with it yet I can only imagine that a bit of turbulence would render
it unusable. What a shame that a once clear usable software has become a victim
of perceived obligation to update it.
My question to the list is, bearing in mind that I live in France, what is the
best iPad compatible program to use for navigation and planning at a reasonable
price?
I see that up there with the best is, fore flight, wing x pro and sky demon.
Which is the best value for money?
John
Sent from my iPad
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Subject: | Re: What navigation software to use for Europe and =?UTF-8?Q?France=3F? |
John, I guess that few if any of us has detailed knowledge of all the
systems. I use the Sky Demon system and find it superb for planning and
related things like Notams, Flight plans, etc. I do not use it as a
flight instrument, having a Garmin 496 installed in the panel and slaved
to an autopilot, but have flown with a number of folk who have used it
as their principle in flight nav system with happy results. Sky Demon is
so good and its upgrades so seamless that I find it difficult toimagine
that the other systems can be better, and certainly have no inclination
to consider changing.
Regards, David Joyce, GXSDJ
On 2016-04-16 23:03, John Archer wrote:
>
> I have become dissatisfied with Airnavpro because of recent "upgrades" which
in my opinion have rendered it less user friendly than before. The menu has become
more cluttered, the symbols less clear, closer together and although I haven't
flown with it yet I can only imagine that a bit of turbulence would render
it unusable. What a shame that a once clear usable software has become a victim
of perceived obligation to update it.
> My question to the list is, bearing in mind that I live in France, what is the
best iPad compatible program to use for navigation and planning at a reasonable
price?
> I see that up there with the best is, fore flight, wing x pro and sky demon.
> Which is the best value for money?
> John
>
> Sent from my iPad
>
Links:
------
[1] http://www.buildersbooks.com
[2] http://www.matronics.com/contribution
[3] http://www.matronics.com/Navigator?Europa-List
[4] http://forums.matronics.com
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Subject: | Re: What navigation software to use for Europe and France? |
Hello John,
Have a look to http://www.skydreamsoft.fr/
I use it for some time to replace Airnavpro, and he approaches perfection.
See you on the frequency
*Alain CHABERT*
_
_
Le 17/04/2016 00:03, John Archer a crit :
>
> I have become dissatisfied with Airnavpro because of recent "upgrades" which
in my opinion have rendered it less user friendly than before. The menu has become
more cluttered, the symbols less clear, closer together and although I haven't
flown with it yet I can only imagine that a bit of turbulence would render
it unusable. What a shame that a once clear usable software has become a victim
of perceived obligation to update it.
> My question to the list is, bearing in mind that I live in France, what is the
best iPad compatible program to use for navigation and planning at a reasonable
price?
> I see that up there with the best is, fore flight, wing x pro and sky demon.
> Which is the best value for money?
> John
>
> Sent from my iPad
>
>
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