Today's Message Index:
----------------------
1. 01:04 AM - Re: Battery (Remi Guerner)
2. 01:48 AM - Re: Rebuilding my panel (willydewey)
3. 05:45 AM - Re: Re: Rebuilding my panel (Christoph Both)
4. 06:21 AM - Re: Rebuilding my panel (h&jeuropa)
5. 07:02 AM - VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE (willydewey)
6. 07:35 AM - Re: VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE (Kevin Challis)
7. 07:36 AM - iLevil and Ipad (willydewey)
8. 07:43 AM - Re: Radio interference (willydewey)
9. 07:56 AM - Re: VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE (david park)
10. 09:56 AM - Re: Re: Radio interference (David Watts)
11. 05:53 PM - Re: VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE (Robert Borger)
Message 1
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Hello Jim,
>From what I read in the Rotax Install Manuals, all versions old and new, the Ducati
regulator is supposed to delivers 14 plus or minus .3 Volts. Mine consistently
regulates at 13,9 - 14 volts. I have been using an SB7800 lithium battery
for two years / 200 hours now and that works just fine.
Regards
Remi
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472818#472818
Message 2
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| Subject: | Re: Rebuilding my panel |
Anyone on this tack tried the iLevil in a EuropaXS ?
Where to mount it and what results obtained in flight.
I understand it transmits wirelessly to an Ipad or Andrid device.
Not over enamoured with these screens due to reflection issues
--------
Give a wise man knowledge and he will be yet wiser
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472819#472819
Message 3
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| Subject: | Re: Rebuilding my panel |
GRT since 5 years. Work great, affordable and good customer support.
Christoph Both
#223 Wolfville Nova Scotia, Canada
On 2017-09-11, 21:28, "owner-europa-list-server@matronics.com on behalf of Jeremy
Fisher" <owner-europa-list-server@matronics.com on behalf of jffisher@gmail.com>
wrote:
I can recommend GRT Avionics. Great support and less expensive.
Jerry Fisher
> On Sep 11, 2017, at 2:16 PM, Matt Dovey <mattdovey@hotmail.co.uk> wrote:
>
>
> Hi, I've not been very impressed with Dynon. My friend is on his 4th Skyview
screen. Returned one screen before the aircraft flew and another during test
flying. The other two since then.
> Had the quote through from Adams Aviation today for the Garmin G3X and G5.
> Sensors for a Rotax and all the other items for fitting 5,489 with out VAT.
:x
> That's a far chunk of cash. I'll have a look for alternatives I think.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=472799#472799
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | Re: Rebuilding my panel |
When evaluating EFIS systems, be sure to look at the availability and cost of data
upgrades. You may find large differences.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472826#472826
Message 5
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| Subject: | VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE |
I recently returned from a summer trip to Germany and Austria in G-IANI
wonderful trip but temperatures at 2000 ft rose in the cockpit to 44 deg C
and CO2 from the exhaust bothered me most of the time..
When on the ground the 914 was a problem to start probably by fuel being evaporated
in the carbs and consequential vapour lock
I have the Standard NACA vents (broken but open) but these didnt work at all well.
Ian gave me a Mecaplex vent which unfortunalty doesnt match the curve of the
screen and maybe it would if fitted foul the locking handle.
During the winter months I would like to redress the situation and would be grateful
for advice, in screen vents for example. Is it feasible to block or restrict
the entrance where the flap drive enters the fuselage? If this is possible
the CO2 problem might improve
Any help or tips much appreciated.
I do have the vapour return line installed back to the tank as required by the
LAA and was recently checked and a logbook entry made.
Once started from cold the 914 ran faultlessly even in those high temperatures
Both cylinder head and oil temperatures were within limits.
--------
Give a wise man knowledge and he will be yet wiser
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472829#472829
Message 6
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| Subject: | Re: VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE |
Been through the same cabin ventilation issues tried negative pressure but carbon
monoxide in cockpit and a blast of air from my fuel selector location in the
tunnel.
I now have 3d printed deflectors on inside of air vents to direct air to blow over
body/face and an extra air vent on top of the cockpit also 3d printed with
a closable moveable vent inside to direct the air where required. It works well
but did take me 7 versions to get right.
Tested in SW France this summer.
Kevin Challis
G ODJG
> On 12 Sep 2017, at 15:02, willydewey <willydewey@gmail.com> wrote:
>
>
> I recently returned from a summer trip to Germany and Austria in G-IANI
> wonderful trip but temperatures at 2000 ft rose in the cockpit to 44 deg C
> and CO2 from the exhaust bothered me most of the time..
> When on the ground the 914 was a problem to start probably by fuel being evaporated
in the carbs and consequential vapour lock
> I have the Standard NACA vents (broken but open) but these didnt work at all
well. Ian gave me a Mecaplex vent which unfortunalty doesnt match the curve of
the screen and maybe it would if fitted foul the locking handle.
> During the winter months I would like to redress the situation and would be grateful
for advice, in screen vents for example. Is it feasible to block or restrict
the entrance where the flap drive enters the fuselage? If this is possible
the CO2 problem might improve
> Any help or tips much appreciated.
> I do have the vapour return line installed back to the tank as required by the
LAA and was recently checked and a logbook entry made.
> Once started from cold the 914 ran faultlessly even in those high temperatures
Both cylinder head and oil temperatures were within limits.
>
> --------
> Give a wise man knowledge and he will be yet wiser
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=472829#472829
>
>
>
>
>
>
>
>
>
Message 7
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I have purchased the latest SW iLevil and am looking for advice where to fit it.
I have played with it out of the aircraft and find that when rolling and turning
it does not perform well and hangs up when the "aircraft" is level. I imagine
the sensors need resetting but am not sure how this is done Leaving it swithed
off for a day or so does not solve the problem.. I know one UK Europa has
one fitted but I dont have contact with the builder/ owner..If I fit it atop
of the cowling will the mass of the engine and other electronics affect the
magnetometers? I am reluctant to fit it remotley as this would entail longish
wire runs and messy plumbing for the static and pitot tubing
Any advice would be much appreciated
regards
Bill Dewey
--------
Give a wise man knowledge and he will be yet wiser
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472832#472832
Message 8
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| Subject: | Re: Radio interference |
Hi Mike
I had a similar problem with my Europa and traced it down to my cheap Iphone/pad
charger.. I think the Guardian (not cheap) may be one way to go. Otherwise its
a suck it and see situation with liberal use of chokes and capacitors in circuits
Hope you can sort it
Bill Dewey
--------
Give a wise man knowledge and he will be yet wiser
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472834#472834
Message 9
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| Subject: | Re: VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE |
Simple and very effective available from ac spruce.
Dave Park G-LDVO
> On 12 Sep 2017, at 15:33, Kevin Challis <cakeykev@gmail.com> wrote:
>
>
> Been through the same cabin ventilation issues tried negative pressure but
carbon monoxide in cockpit and a blast of air from my fuel selector locatio
n in the tunnel.
>
> I now have 3d printed deflectors on inside of air vents to direct air to b
low over body/face and an extra air vent on top of the cockpit also 3d print
ed with a closable moveable vent inside to direct the air where required. It
works well but did take me 7 versions to get right.
>
> Tested in SW France this summer.
>
> Kevin Challis
> G ODJG
>
>
>> On 12 Sep 2017, at 15:02, willydewey <willydewey@gmail.com> wrote:
>>
>>
>> I recently returned from a summer trip to Germany and Austria in G-IANI
>> wonderful trip but temperatures at 2000 ft rose in the cockpit to 44 deg C
>> and CO2 from the exhaust bothered me most of the time..
>> When on the ground the 914 was a problem to start probably by fuel being e
vaporated in the carbs and consequential vapour lock
>> I have the Standard NACA vents (broken but open) but these didnt work at a
ll well. Ian gave me a Mecaplex vent which unfortunalty doesnt match the cur
ve of the screen and maybe it would if fitted foul the locking handle.
>> During the winter months I would like to redress the situation and would b
e grateful for advice, in screen vents for example. Is it feasible to block o
r restrict the entrance where the flap drive enters the fuselage? If this is
possible the CO2 problem might improve
>> Any help or tips much appreciated.
>> I do have the vapour return line installed back to the tank as required b
y the LAA and was recently checked and a logbook entry made.
>> Once started from cold the 914 ran faultlessly even in those high tempera
tures Both cylinder head and oil temperatures were within limits.
>>
>> --------
>> Give a wise man knowledge and he will be yet wiser
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=472829#472829
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
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Message 10
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| Subject: | Re: Radio interference |
Hi all
There have been several messages about radio interference from cheap USB chargers
and I keep meaning to put a message out about it as I have spent quite a bit
of time sorting this out.
What I have found is that there are car cigarette type chargers win USB outlets
that use a completely different electronic technology which they call Smart Charging
(not smart phone charging).
A good example of these is by a manufacturer called 1byOne and they market a triple
output charger with each outlet supplying up to 2.4 Amps. They are available
from Amazon for around 6. There are others available.
I and my friend have been using them for quite a while and there is no interference
at all no matter how close they are to the radio.
Dave Watts,
G-BXDY Classic Mono
> On 12 Sep 2017, at 15:43, willydewey <willydewey@gmail.com> wrote:
>
>
> Hi Mike
> I had a similar problem with my Europa and traced it down to my cheap Iphone/pad
charger.. I think the Guardian (not cheap) may be one way to go. Otherwise
its a suck it and see situation with liberal use of chokes and capacitors in
circuits
>
> Hope you can sort it
>
> Bill Dewey
>
> --------
> Give a wise man knowledge and he will be yet wiser
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=472834#472834
>
>
>
>
>
>
>
>
>
Message 11
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| Subject: | Re: VENTILATION IN FLIGHT & POSITIVE CABIN PRESSURE |
Will,
I=99d have to recommend the Ultimate Ventilator available through
Aircraft Spruce. ( http://www.europaowners.org/main.php?g2_itemId=63921
&
http://www.aircraftspruce.com/catalog/appages/ultimatevent.php?clickkey=
29703 ) I have them installed on my Europa and they do an excellent job
of getting air into the cockpit. They aren=99t cheap, but I guess
this is a case of getting what you pay for.
Just my 2=C2=A2, YMMV.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop (75 hrs).
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com <mailto:rlborger@mac.com>
On Sep 12, 2017, at 9:02 AM, willydewey <willydewey@gmail.com> wrote:
I recently returned from a summer trip to Germany and Austria in G-IANI
wonderful trip but temperatures at 2000 ft rose in the cockpit to 44 deg
C
and CO2 from the exhaust bothered me most of the time..
When on the ground the 914 was a problem to start probably by fuel being
evaporated in the carbs and consequential vapour lock
I have the Standard NACA vents (broken but open) but these didnt work at
all well. Ian gave me a Mecaplex vent which unfortunalty doesnt match
the curve of the screen and maybe it would if fitted foul the locking
handle.
During the winter months I would like to redress the situation and would
be grateful for advice, in screen vents for example. Is it feasible to
block or restrict the entrance where the flap drive enters the fuselage?
If this is possible the CO2 problem might improve
Any help or tips much appreciated.
I do have the vapour return line installed back to the tank as required
by the LAA and was recently checked and a logbook entry made.
Once started from cold the 914 ran faultlessly even in those high
temperatures Both cylinder head and oil temperatures were within
limits.
--------
Give a wise man knowledge and he will be yet wiser
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