Today's Message Index:
----------------------
1. 12:45 AM - Re: Vertical Power VP-X Pro (Peter Jeffers)
2. 01:57 AM - Re: Europa25Gap International Fly-In, Gap-Tallard, France, June (Remi Guerner)
3. 02:19 AM - Re: Vertical Power VP-X Pro (alan_hunter1664)
4. 04:16 AM - Re: Back instruments (h&jeuropa)
5. 06:03 AM - Re: Re: Back instruments (William Daniell)
6. 07:27 AM - Re: TL2.26 use of mogas - anyone been through the LAA hoops? (graeme bird)
7. 08:33 AM - Re: TL2.26 use of mogas - anyone been through the LAA hoops? (jonathanmilbank)
8. 12:34 PM - Re: Back instruments (h&jeuropa)
9. 01:03 PM - Re: Re: Back instruments (William Daniell)
Message 1
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| Subject: | Vertical Power VP-X Pro |
Hi Alan,
My suggestion is that your first port of call, reference installation of
this engine and its systems into your aircraft in the UK is to ask the
LAA engineering dept. I think you will find the process is pretty
complicated.
Pete Jeffers (LAA Inspector to the Europa Club)
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of
davidjoyce@doctors.org.uk
Sent: 08 March 2018 19:03
Subject: Re: Europa-List: Vertical Power VP-X Pro
Alan, I would suggest you ask your inspector. There is clearly a fair
bit offreedom in exactly how you wire your electrics, but there is
probably the understanding that it needs to conform to standard
practise, and he should be able to say whether he would be happy to Sign
it off as such.
Regards, David Joyce, GXSDJOn 2018-03-08 17:15, alan_hunter1664 wrote:
<alan_hunter1664@yahoo.co.uk>
I'm thinking of installing in the VP-X Pro vertical power system and the
new associated Primary Power System. In the UK would this be considered
a modification or is this builders choice like the type of instruments
etc?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478499#478499
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Message 2
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| Subject: | Re: Europa25Gap International Fly-In, Gap-Tallard, France, |
June
Jim,
Here is a copy of the previous post on the Europa25Gap event:
The Europa25Gap Fly-In is organized with the contribution of AAVD -one of the local
Aero-Clubs- and The Europa Club to celebrate the 25th anniversary of the
Europa kitplane. That is three months away.
Please note the dates on your diary.
The Fly-In is open to Europa owners and builders but anyone interested in the type
will be welcome, even if he flies another type.
Attached is the proposed program and the registration form to be filled and sent
back to me.
We all know that weather or other reasons can force you to change your plans, so
filling the registration form should not be considered as a firm commitment
to come, but that hugely helps the organization. So if your are planning to come,
please send your registration form now. The hotels are very busy in summer
so early booking is recommended.
More information (arrival procedures, parking, etc....) will be provided later
on.
For those who do not know the Gap-Tallard airfield, you can view it in real time here: http://www.alpes-envol.fr/pages/webcam/webcam-aerodrome-tallard.html
Also have a look at the presentation video: https://www.youtube.com/watch?v=r7ZkW70fey4&feature=youtu.be
I hope to see you there in June.
Best regards
Remi Guerner
Jim Kelly wrote:
> Hi Demi, Could you please send me the details of the Europa25Gap.
> Best wishes Jim Kelly G-BWEG
>
>
> On 8 Mar 2018 8:52 a.m., "Remi Guerner" wrote:
> >
> >
> >
> > I am planning to publish arrival instructions and suggested routes in time
for the Fly-in. But don't worry. The weather in the South Alps is Cavok most
of the time with unlimited visibility. When coming from the UK, arriving through
Valence (LFLU) is a good option. Fly direct to the S reporting point then follow
the valley to the airfield. Again I will provide you with more details later
on.
> > Remi
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=478494#478494 (http://forums.matronics.com/viewtopic.php?p=478494#478494)
> >
> >
> >
> >
> >
> >
> > ===================================
> > pa-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Europa-List
> > ===================================
> > FORUMS -
> > eferrer" target="_blank">http://forums.matronics.com
> > ===================================
> > WIKI -
> > errer" target="_blank">http://wiki.matronics.com
> > ===================================
> > b Site -
> > -Matt Dralle, List Admin.
> > rel="noreferrer" target="_blank">http://www.matronics.com/contribution
> > ===================================
> >
> >
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478517#478517
Attachments:
http://forums.matronics.com//files/registration_form_349.doc
http://forums.matronics.com//files/europa25gap_programv2_178.pdf
Message 3
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| Subject: | Re: Vertical Power VP-X Pro |
I'm going to send this to my inspector but I would be grateful of any comments
on the attached prior to this. Does this look reasonable as an avionics installation
for a Europa? there will be a standby altimeter & ASI which isn't shown
on the diagram, also I haven't numbered the cables yet either
Thank you in advance
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478518#478518
Attachments:
http://forums.matronics.com//files/electrical_wiring_diagram_413.xlsx
http://forums.matronics.com//files/electrical_wiring_diagram_151.xlsx
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| Subject: | Re: Back instruments |
Will,
I have disassembled the VDO oil pressure sender that comes standard on a Rotax
914. It is a resistive sender.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478519#478519
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| Subject: | Re: Back instruments |
Jim
Yup the VDO one is resistive but the Kavlico that Dynon sells one is
voltage.
Incidentally VDO also sells dual output oil pressure senders and dual
output temperature senders. As I understand it all thermocouple senders
for the same rages are electrically equivalent so in theory a 0/300 dual
output sender would be identical output to 0/300 single output. Can anyone
tell what thread the rotax uses for its temperature senders. ACS says it
is 10mm and a "normal" as opposed to NPT thread. Is this correct?
Will
William Daniell
LONGPORT
+57 310 295 0744
On Fri, Mar 9, 2018 at 7:16 AM, h&jeuropa <butcher43@att.net> wrote:
>
> Will,
>
> I have disassembled the VDO oil pressure sender that comes standard on a
> Rotax 914. It is a resistive sender.
>
> Jim Butcher
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478519#478519
>
>
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| Subject: | Re: TL2.26 use of mogas - anyone been through the LAA hoops? |
Umm, I have been flying on mogas for 6 years/330hrs with the ULS from a grass strip
often damp/wet all year round in UK weather without so much as a hint of
carb icing; similarly with a C42 for 350 hours again with a ULS.
Even if skydrive had the carb heat kits in stock, I am a bit loath to put 10 more
connections and three more pipes and two more items in the water system with
an increased risk of issues and loss of coolant with no problem to solve.
On the C150s I trained on and Rallye's, the carb was gulping in air (and it needed
a lot) hanging down under the engine and in the prop wash but the 912 ULS
in the Rotax/Europa configuration the carbs sit behind and in line with the engine
under the warm cowl and over the rear cyclinder exhaust pipes. Rear vents
at the side of the top of the Europa cowl mean there will be an airflow over
the engine and up from the exhaust box past the carbs and out. A pretty good design
really. Cold air comes into the carbs via the plenum and NACA inlet so its
well behaved.
There is no conductive heating from engine to carb due to the rubber mount but
also the inlet and plenum are GRP/rubber so there is no condensation there (unlike
the Cessna with its metal ducting) so it depends whether the carbs are cooled
more by the air into the engine than the warm air in the cowl from the oil
and water systems, detonation and exhaust. The surface area of the carb exposed
to convected heat is also much more that exposed to cold air. It's rare that
the air is less than -5 C when I fly and it has to be +80 under the cowl,
even with the venturi effect of the carb inlet i'd wager the odds are stacked
significantly against ice formation. Most wetness in the air will be stopped by
the filter an plenum.
I shall stick some thermocouples on them and in the cowl and see what kind of temperatures
we get.
--------
Graeme Bird
G-UMPY - Mono Classic/XS FFW 912S, Woodcomp 3000/3W CS, trutrak Gemini 2 axis
AP, PAW, PFLARM core, ads-b out, 8.33khz, mode S, FP-5, Aera500, SD on Nexus,
SmartA3
325 hours & 6 years on the Mono, 930 total
g(at)gdbmk.co.uk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478522#478522
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| Subject: | Re: TL2.26 use of mogas - anyone been through the LAA hoops? |
About 3 years ago, while my 912 ULS was still enclosed in the original Classic
cowl and therefore much hotter on average than the same engine in an XS cowl,
it got carb ice on the ground just before opening the throttle for take off. The
engine had been running at around 2500 rpm for at least 20 minutes on a cool
damp day, waiting at the holding point for a gap in traffic to allow access
the runway.
Hitherto I had fondly imagined that carb ice was impossible, due to proximity of
exhausts etc. Luckily the aircraft hadn't lined up for take off slightly earlier,
or it might have quit during the take off run and/or the climb out. Very
shortly after quitting, the ice melted and it was then possible to restart without
further trouble. Witnesses were very confident that the cause was carb ice
in that particular atmosphere and all investigations could reveal no other
possible cause.
Needless to say, I promptly ordered the Skydrive hot water kit, which is quite
easy to fit and seems highly unlikely to increase the risk of coolant leakage.
Since then there's been no further hint of carb ice, even though I subsequently
fitted Nev Eyre's excellent cowl which allows my engine to run much cooler
than hitherto.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478523#478523
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| Subject: | Re: Back instruments |
Will,
The VDO temp sender uses M10x1.5 thread.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478527#478527
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| Subject: | Re: Back instruments |
Jim
Thanks - I will provide an update once I have finished
William Daniell
LONGPORT
+57 310 295 0744
On Fri, Mar 9, 2018 at 3:33 PM, h&jeuropa <butcher43@att.net> wrote:
>
> Will,
>
> The VDO temp sender uses M10x1.5 thread.
>
> Jim Butcher
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478527#478527
>
>
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