Today's Message Index:
----------------------
1. 12:08 AM - Re: TriGear - storage at home vs on an airfield (Roland)
2. 12:56 AM - Re: Fuel tank vent overflowing during climb (Roland)
3. 02:46 AM - Re: Mod 53 (davidjoyce@doctors.org.uk)
4. 03:06 AM - Re: Mod 53 (Brian Davies)
5. 05:04 AM - Re: Mod 53 (Kingsley Hurst)
6. 05:18 AM - Re: Mod 53 (William Daniell)
7. 06:18 AM - Re: Mod 53 (davidjoyce@doctors.org.uk)
8. 11:11 AM - Re: Mod 53 (D McFadyean)
9. 12:26 PM - Flap binding issue - how to shorten the flap actuating cross tube (Jeffrey Williams)
10. 01:20 PM - Re: Flap binding issue - how to shorten the flap actuating cross (rparigoris)
11. 02:21 PM - Mod 53 (William McClellan)
12. 02:29 PM - Re: Mod 53 (Kingsley Hurst)
13. 07:37 PM - Re: Mod 53 (Bud Yerly)
Message 1
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| Subject: | Re: TriGear - storage at home vs on an airfield |
Hi Pete,
I own a Trigear for more than 10 years now and rig/derig it anytime I go flying.
I have a customized enclosed trailer and a rigging aid which enables me to handle
the plane completely by myself. I think most of the hassle mentioned comes
if not used to the process (I fly very regular every 10-14 days). If you do
it that often, rigging the Europa Trigear is a walk in the park. It saves me
a lot of money for hangarage, fuelprices at the airfield are higher, prevents
hangar rash completely, you can service it at home where you have all tools at
hand, have the additional peace of mind for having the ability to rescue it from
everywhere when stranded due to a technical glitch, bring it to any shop for
maintenance almost completely independent of the weather etc. etc.
I'd do it anytime again. Remember - the Europa was designed from scratch to be
kept at home by Ivan Shaw :-)
Regards
Roland
XS TG 914
D-ERIG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=503326#503326
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| Subject: | Re: Fuel tank vent overflowing during climb |
Hi John,
as an easy fix of the problem I have the tank vent line connected to the top of
the fuel filler neck and from there another vent line to the top of the fuselage.
Works well and no fuel spilling out, even during steep 914 Turbo climbouts
:-)
Regards
Roland
D-ERIG
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=503327#503327
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I fitted it on my plane and used it on various long distant trips
including the Dawn to dusk Challenge I did with my son (newly diagnosed
with MND/ALS ) back in 2010, where we visited all 119 islands named on
the UK 1/2 mill charts and covered a bit over 1700nm in a day at speed
with 3 stops. Worked perfectly.
David Joyce, GXSDJ
On 2021-09-29 02:13, William McClellan wrote:
> <wilwood@earthlink.net>
>
> Has anyone installed Mod 53 the (Long Range Tank) and used it
> successfully with the syphon method?
>
Message 4
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For UK owners, I am not sure the LAA ever approved the use of the Mod 53
Long Range Tank Mod. Francis had some issue with it that I have
forgotten. It is not listed as an approved manufacturer mod in the current
TADS. I still have a brand new/unused tank - open to offers!
Brian Davies
On Wed, Sep 29, 2021 at 10:49 AM <davidjoyce@doctors.org.uk> wrote:
> I fitted it on my plane and used it on various long distant trips
> including the Dawn to dusk Challenge I did with my son (newly diagnosed
> with MND/ALS ) back in 2010, where we visited all 119 islands named on the
> UK 1/2 mill charts and covered a bit over 1700nm in a day at speed with 3
> stops. Worked perfectly.
>
> David Joyce, GXSDJ
>
>
> On 2021-09-29 02:13, William McClellan wrote:
>
> wilwood@earthlink.net>
>
> Has anyone installed Mod 53 the (Long Range Tank) and used it successfully
> with thesp; - The Europa-List Email tp://
> www.matronics.com/Navigator?Europa-List" target="_blank"
> rel="noopsp; - MATRONICS ics.com" target="_blank" rel="noopener
> noreferrer">http://forums.matronsp; .com" target="_blank"
> rel="noopener noreferrer">http://wiki.matronicssp; - List
> Contributio= &np;-->
> http://www.matronics.com/contribution
>
>
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William,
I have a long range tank but I have never used the syphon method because
I am unable to understand how all the fuel in the long range tank can be
used without emptying one side of the main tank too.
In Australia, I mainly find the extra fuel capacity very handy for out
and return flights where each leg is over 2 hrs and fuel is not readily
available like in other countries.
In one Europa I have, the LR tank plumbs into the existing fuel system
and the fuel can be transferred in flight after about 1.5 hrs by means
of a fuel pump under the baggage bay area making every litre available
from that tank while there is still plenty of fuel in the main tank.
In my other Europa, I don't have the same plumbing so I carry a spare
fuel pump with a hose and a piece of aluminium pipe. The aluminium pipe
is inserted into the LR tank and the pump plugs into a power outlet
socket and decants the fuel into the main tank via the normal filler
neck. On an out and return flight as just mentioned or a long one way
flight, I transfer the fuel either at the destination or a convenient
landing spot while we enjoy a cuppa and a sandwich and/or carry out
other functions required after being in the air for a considerable
period of time.
It works well and I am very pleased I have it.
Best regards
Kingsley in Oz
Message 6
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I have a turtlepac bladder with a facet pump which connects to the breather
fitting.
[image: image.png]
William Daniell
LONGPORT
+1 786 878 0246
On Wed, Sep 29, 2021 at 8:07 AM Kingsley Hurst <kingsnjan@westnet.com.au>
wrote:
> kingsnjan@westnet.com.au>
>
> William,
>
> I have a long range tank but I have never used the syphon method because
> I am unable to understand how all the fuel in the long range tank can be
> used without emptying one side of the main tank too.
>
> In Australia, I mainly find the extra fuel capacity very handy for out
> and return flights where each leg is over 2 hrs and fuel is not readily
> available like in other countries.
>
> In one Europa I have, the LR tank plumbs into the existing fuel system
> and the fuel can be transferred in flight after about 1.5 hrs by means
> of a fuel pump under the baggage bay area making every litre available
> from that tank while there is still plenty of fuel in the main tank.
>
> In my other Europa, I don't have the same plumbing so I carry a spare
> fuel pump with a hose and a piece of aluminium pipe. The aluminium pipe
> is inserted into the LR tank and the pump plugs into a power outlet
> socket and decants the fuel into the main tank via the normal filler
> neck. On an out and return flight as just mentioned or a long one way
> flight, I transfer the fuel either at the destination or a convenient
> landing spot while we enjoy a cuppa and a sandwich and/or carry out
> other functions required after being in the air for a considerable
> period of time.
>
> It works well and I am very pleased I have it.
>
> Best regards
> Kingsley in Oz
>
>
Message 7
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Kingsley, the syphon system means that the level in the long range tank
remains the same as that in the main tank, and both LR tank and main
tank will run dry at the same time, leaving you with some 10 litres in
the reserve side.
Otherwise very much agree with your view of how useful it is in day
trips out & return, allowing you to avoid having to refuel somewhere
where they only have Avgas
David Joyce, GXSDJ
On 2021-09-29 13:03, Kingsley Hurst wrote:
> <kingsnjan@westnet.com.au>
>
> William,
>
> I have a long range tank but I have never used the syphon method
> because I am unable to understand how all the fuel in the long range
> tank can be used without emptying one side of the main tank too.
>
> In Australia, I mainly find the extra fuel capacity very handy for out
> and return flights where each leg is over 2 hrs and fuel is not readily
> available like in other countries.
>
> In one Europa I have, the LR tank plumbs into the existing fuel system
> and the fuel can be transferred in flight after about 1.5 hrs by means
> of a fuel pump under the baggage bay area making every litre available
> from that tank while there is still plenty of fuel in the main tank.
>
> In my other Europa, I don't have the same plumbing so I carry a spare
> fuel pump with a hose and a piece of aluminium pipe. The aluminium
> pipe is inserted into the LR tank and the pump plugs into a power
> outlet socket and decants the fuel into the main tank via the normal
> filler neck. On an out and return flight as just mentioned or a long
> one way flight, I transfer the fuel either at the destination or a
> convenient landing spot while we enjoy a cuppa and a sandwich and/or
> carry out other functions required after being in the air for a
> considerable period of time.
>
> It works well and I am very pleased I have it.
>
> Best regards
> Kingsley in Oz
>
Message 8
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<<Francis had some issue with it that I have forgotten.>>
The issue was that there was nothing to prevent the tank being refilled while it
was still inside the a/c. I think David agreed a long connecting spout so that
the fuel nozzle could be outside during refuelling. David?
Duncan McF.
> On 29 September 2021 at 11:06 Brian Davies <brian.davies44@gmail.com> wrote:
>
> For UK owners, I am not sure the LAA ever approved the use of the Mod 53
Long Range Tank Mod. Francis had some issue with it that I have forgotten. It
is not listed as an approved manufacturer mod in the current TADS. I still
have a brand new/unused tank - open to offers!
>
> Brian Davies
>
> On Wed, Sep 29, 2021 at 10:49 AM <davidjoyce@doctors.org.uk mailto:davidjoyce@doctors.org.uk > wrote:
>
> > >
> > I fitted it on my plane and used it on various long distant trips including
the Dawn to dusk Challenge I did with my son (newly diagnosed with MND/ALS
) back in 2010, where we visited all 119 islands named on the UK 1/2 mill
charts and covered a bit over 1700nm in a day at speed with 3 stops. Worked
perfectly.
> >
> > David Joyce, GXSDJ
> >
> >
> >
> >
> > On 2021-09-29 02:13, William McClellan wrote:
> >
> > >
> > > Has anyone installed Mod 53 the (Long Range Tank) and used it successfully with thesp; - The Europa-List Email tp://http://www.matronics.com/Navigator?Europa-List " target="_blank" rel="noopsp; - MATRONICShttp://ics.com " target="_blank" rel="noopener noreferrer">http://forums.matronsp; .com" target="_blank" rel="noopener noreferrer">http://wiki.matronicssp; - List Contributio= &np;--> http://www.matronics.com/contribution
> > >
> > >
> > >
> > >
> > > > >
> > >
Message 9
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| Subject: | Flap binding issue - how to shorten the flap actuating cross |
tube
I am am close to that elusive first flight, but I have a problem I must
address, and I could use some help.
I need to shorten the flap actuating cross tube on the port side.
Without sufficient clearance, the flap gets pushed outboard as it
retracts, and as it is, the port side binds up.
I have only a 1/16=9D of wiggle room on the starboard side, and I
am hoping that will be enough. But on the port side, the flap is really
binding in the retracted position, and after checking and double
checking, it is clear that the flap actuating tube simply sticks out too
far.
As a bit of background, I had two things that had obscured this issue
with the flaps. As I indicated before on this forum, I had been having
trouble getting the pip pins installed in the wings, both at the wing
roots and behind the seats. And until recently, I hadn=99t powered
up the aircraft. As a result, I hadn=99t actuated the flaps, and
didn=99t know I had a problem with themuntil recently.
As for getting the pins in, after lots of measurements. I realized that
I had installed phenolic spacers that were a bit too thick on both
bellcranks in the sides of the fuselage. I took off the bellcranks,
removed the spacers, and tried again. After putting the wings on, with
clay on the bellcranks, which indicated slightly smaller spacers, I
installed new spacers and that resolved the issue. The wings still
don=99t just =9Cslap on=9D, like Bud Yerly=99s,
but they do go on.
Next I turned on the power and brought the flaps up. At that point I
could see that the inboard edges of both flaps (the flap root
extensions) needed to be trimmed just a bit, which I did cautiously
little by littlethree times. On the third attempt, the inboard
edges of both flaps cleared the fuselage, with the 1/4 inch clearance
gap as well, but then the flaps bound up as they moved to the fully
retracted position.
Again, after lots of measurements, it became clear that I have a problem
on the port side.
In the last paragraph on step 2 in Chapter 28, it says,
"Cut the cross tube as necessary. When you=99re happy with the
length of the cross-tube, bond in the bearing housings FL17 using
Loctite 638."
Well, it is clear that I didn=99t cut the tube quite short enough
on the port side way back then (May 28, 2007).
It would be very difficult to move the entire flap actuating tube toward
the starboard side, AND it would be a very bad idea, as there is only a
1/16 of an inch of extra space over there, and I would need to move the
tube over by more than that to get enough room on the port side. That
would just transfer the binding situation to the starboard side.
As I see it, I can cut out a small section of the tube on the port side
and either weld it back together or bond it in place with a smaller
diameter tube as a doubler inside, or I can simply try to cut off the
end of the tube, like it said in the manual.
The latter option seems better, but is more challenging as cutting off
the end of the flap cross-tube (FL15) would be hard to do without
damaging the GE12E bearing or its bearing housing, FL17, or both, unless
I can get them out.
The bearing and the housing are bonded in place with Loctite 638. Can I
just heat those up to get them loose enough to pull out? If not, how can
I pull them out otherwise?
I would appreciate any input, especially from those who are in the know
on this subject.
Regards,
Jeff Williams
Builder A157
Message 10
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| Subject: | Re: Flap binding issue - how to shorten the flap actuating |
cross
Hi Jeff
I would try and remove the bearing. First make a sample and stick together with
638. Then heat using a heat gun and beat it apart. This way you know heat required.
Perhaps you can get it off without hurting the bearing? My first attempt
would be to use a collar like this:
https://www.mcmaster.com/collars/set-screw-two-piece-shaft-collars/
Idea is leave a few thousands clearance to flap cross tube so it slides. if you can't get exact size, go slightly under-size and bore on a lathe. Install the collar, slide towards fuse, heat cross tube, slide collar against the bearing and using a 3 or 4 jaw slide hammer, grab the OD of the collar and try and hammer it out. You may need to use a blowtorch which will kill your paint and probably damage bearing. If that doesn't work, you could turn a shaft with a step, so perhaps .020" step larger than the bearing bore. Then drill and tap for slide hammer threads. Now for the magic, make it out of Brass and slit an X using a hack saw (2 cuts) the flange about 3/8" deep. Now you can squeeze the OD of the flange down so it fits inside the bearing, when you screw in the slide hammer, the threads will expand the flange and allow you to grab the bearing! Again heat and beat. You need to mess with an undercut that allows for contraction. Good luck Ron P. BTW as far as Europa, lift pins and flap drive pins, good idea to sand them starting with 1,000 grit wet dry and get up to 3,000 grit, then polish them. Before assembly clean pins and bores and put the thinnest of thin amount of grease on them. Using a make up applicator works great, can get at Drug Stores: https://www.digikey.com/en/products/detail/techspray/2313-30/7914580?utm_adgroup=Clean%20Room%20Swabs%20and%20Brushes&utm_source=google&utm_medium=cpc&utm_campaign=Shopping_Product_Static%20Control%2C%20ESD%2C%20Clean%20Room%20Products_NEW&utm_term=&utm_content=Clean%20Room%20Swabs%20and%20Brushes&gclid=EAIaIQobChMI-MTJ24Cl8wIVAlNyCh3H7QY6EAQYAyABEgLiT_D_BwE
Do same for spar pins.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=503340#503340
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Thx for the replies. The question I have is that a significant tank level differential
needs to be present to syphon. It would seem that one would not be able
to get all the fuel out of the Long Range tank as the fuel level become nearly
the same. Also the fuel flow would be very slow as the levels get closer to
the same. Does this prove to be the case?
Bill McClellan
Europa 164XS
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Thank you David. You have confirmed exactly what I thought ....... one side
of the main tank has to be run dry to empty the LR tank. That is exactly w
hat I don=99t like about the syphon idea.
I have never doubted it works but personally I like to have more than 8 or 1
0 litres in the main tank when the LR tank is empty.
Cheers
Kingsley
Sent from my iPhone
> On 29 Sep 2021, at 11:26 pm, davidjoyce@doctors.org.uk wrote:
>
> =EF=BB
> Kingsley, the syphon system means that the level in the long range tank re
mains the same as that in the main tank, and both LR tank and main tank will
run dry at the same time, leaving you with some 10 litres in the reserve si
de.
>
> Otherwise very much agree with your view of how useful it is in day t
rips out & return, allowing you to avoid having to refuel somewhere where th
ey only have Avgas
>
> David Joyce, GXSDJ
>
>
>
>
>> On 2021-09-29 13:03, Kingsley Hurst wrote:
>>
au>
>>
>> William,
>>
>> I have a long range tank but I have never used the syphon method because I
am unable to understand how all the fuel in the long range tank can be used
without emptying one side of the main tank too.
>>
>> In Australia, I mainly find the extra fuel capacity very handy for out an
d return flights where each leg is over 2 hrs and fuel is not readily availa
ble like in other countries.
>>
>> In one Europa I have, the LR tank plumbs into the existing fuel system an
d the fuel can be transferred in flight after about 1.5 hrs by means of a fu
el pump under the baggage bay area making every litre available from that ta
nk while there is still plenty of fuel in the main tank.
>>
>> In my other Europa, I don't have the same plumbing so I carry a spare fue
l pump with a hose and a piece of aluminium pipe. The aluminium pipe is ins
erted into the LR tank and the pump plugs into a power outlet socket and dec
ants the fuel into the main tank via the normal filler neck. On an out and r
eturn flight as just mentioned or a long one way flight, I transfer the fuel
either at the destination or a convenient landing spot while we enjoy a cup
pa and a sandwich and/or carry out other functions required after being in t
he air for a considerable period of time.
>>
>> It works well and I am very pleased I have it.
>>
>> Best regards
>> Kingsley in Oz
>>
>> bsp; - The Europa-List Em= Use the Matronics List Features Navigat
or the many List utilities such as List&nbnbsp;Archive Search & Download, 7-
Day Browse,& Photoshare, and much much more:
>> http://www.matronics.com/Navigator?Europa-List
>>
>> http://forums.matronics.com
>> fo to the Matronics Email List Wiki!http://wiki.matronics.com
>> http://www.matronics.com/contribution
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