Today's Message Index:
----------------------
1. 09:33 AM - Re: Bleeding Brakes (Bob Haas)
2. 03:41 PM - Re: First UK registered Esqual flies in England! (James, Clive R)
3. 11:26 PM - Re: First UK registered Esqual flies in England! (luigi di napoli)
Message 1
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Subject: | Re: Bleeding Brakes |
Hey Nick, I have changed computers can you put me back on the
News letter address list?
I'm supposed to get N 330BH back from Max next week, I'm looking
foreword to it. Bob Haas.
-----Original Message-----
From: nick
Sent: Tuesday, November 22, 2011 10:24 AM
Subject: RE: Lightning-List: Bleeding Brakes
Geoff,
Try unbolting the bottom of the master cylinders and rotating them up,
so that the MC's are inverted from where they are now. The design of the
cylinder keeps a small pocket of air trapped in the end opposite the
plunger. Also make sure your brake line goes to the bottom of the
caliper as in last months news letter.
We bleed from the bottom up and the MC inverted and lines fitted to the
bottom of the caliper, seems to work fine this way.
Nick Otterback
Arion Aircraft LLC
-----Original Message-----
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of Geoff
Eather
Sent: Tuesday, November 22, 2011 1:04 AM
Subject: Lightning-List: Bleeding Brakes
<geather@bigpond.net.au>
Group,
What's the trick to bleeding the dual brake system on the Lightning?
Two attempts today were a failure. I tried "pumping" the fluid in from
the bleed valves. One side (left) seemed to go okay but when the right
side was injected, air appeared in the system (both sides!).
I suspect the problem is that the loops of brake line connecting the two
sides are higher than the master cylinder. Is this correct?.
Any comments would be appreciated.
Thanks
Geoff Eather (Kit 127) Will be flying in < 2 weeks. (If I can get the
brakes sorted !!)
Message 2
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Subject: | First UK registered Esqual flies in England! |
Thanks guys, appreciate the words. Still some way to go with the engine
though the plane is sweet.
Two main changes required by the LAA:
Pitch stability, my Esqual is now stable in pitch. Push the stick
forward (and let got) and she speeds up and then picks her own nose up
and slows down, shortly after she's back in trim. It used to head for
the deck or reach for the clouds.
Flap travel, full flap and the elevator didn't do much at all, you could
push and pull and the nose stayed the same.
Not where you would want to be on a gusty day, flap is now limited to
where elevator still has effect. If you have a big flapped Esqual it's
the third hole you would need to use (shortest).
Engine wise I'm considering going back to solid lifter. The engine seems
marginal on oil and after losing compression with what I think was over
extended lifters (at 37 hours) I'm beginning to think the solid lifter
(standard cam followers) is the way to go. More research needed, getting
some great info from about the world.
It's a shame that Jabiru messed about with what was a good engine.....
Regards, Clive
P.S. hope to get an air borne shot before long, that is if I can do more
than a circuit with heading back to land.
P.P.S, watch out for the oversized guides, I wouldn't have known if the
compressions had stayed OK.
From: owner-lightning-list-server@matronics.com
[mailto:owner-lightning-list-server@matronics.com] On Behalf Of James,
Clive R
Sent: 23 November 2011 20:43
Subject: Lightning-List: First UK registered Esqual flies in England!
Taken me a few years but I got there in the end.
<<IMAG0075.jpg>>
It used to be PH-GCJ which it did 37 hours as, now it's on a test permit
and is 'G' Registered at last!
Only other problem......early hydraulic....so all is not complete yet.
Regarding early hydraulic, there is arms and legs to that issue. Serial
number is 1460.
I'm looking into the options.....in the meantime after having the heads
off and getting my compressions back I'm going to get a few more hours
on it.
Other issue, oversized valve guides. The engine was fitted with
oversized guides and these have now been replaced.
Seems Jabiru have supplied a few engines with oversized guides,
certainly the guy that fitted them for me smiled when I said, 'looks
like the guides have worn'..... 'in 37 hours?....no I'll measure them,
I'll bet they are oversized'. And they were so if you are blowing oil
into your bottle and have stains in the rocker boxes on a newish
engine.....
Regards, Clive
Message 3
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Subject: | Re: First UK registered Esqual flies in England! |
Ciao Clive.=0AThe report you made will be more helpful if you add some info
regarding the way you correct the pitch stability.=0AI noted this on my Es
qual =C2-and I am not very happy with the answer I have.=0AFirstly you ha
ve to report, please , the different CG location you checked, and if the an
swer is the same.=0AThan whatever you done to improve the whole system.=0AA
brief description of the travel of the elevator and the maximum extension
fo the flap to remain inside the elevator authority.=0AI believe this infor
mations will be very important for the whole Esqual/Lightning family.=0APar
ticularly if =C2-experienced =C2-under the supervision of =C2-a quali
fied team .=0AMany thanks,=0ALuigi=0A=0A=0A________________________________
=0A Da: "James, Clive R" <clive.james@uk.bp.com>=0AA: lightning-list@matron
ics.com =0AInviato: Venerd=C3=AC 25 Novembre 2011 0:38=0AOggetto: RE: Light
ning-List: First UK registered Esqual flies in England!=0A =0A=0AFirst UK r
egistered Esqual flies in England!=0AThanks guys, appreciate the words. Sti
ll some way to go with the engine though the plane is sweet.=0A=C2-=0ATwo
main changes required by the LAA:=0APitch stability, my Esqual is now stab
le in pitch. Push the stick forward (and let got) and she speeds up and the
n picks her own nose up and slows down, shortly after she=99s back in
trim. It used to head for the deck or reach for the clouds.=0AFlap travel,
full flap and the elevator didn=99t do much at all, you could push a
nd pull and the nose stayed the same. =0ANot where you would want to be on
a gusty day, flap is now limited to where elevator still has effect. If you
have a big flapped Esqual it=99s the third hole you would need to us
e (shortest).=0A=C2-=0AEngine wise I=99m considering going back to
solid lifter. The engine seems marginal on oil and after losing compression
with what I think was over extended lifters (at 37 hours) I=99m begi
nning to think the solid lifter (standard cam followers) is the way to go.
More research needed, getting some great info from about the world.=0AIt
=99s a shame that Jabiru messed about with what was a good engine
..=0A=C2-=0ARegards, Clive=0AP.S. hope to get an air borne shot before
long, that is if I can do more than a circuit with heading back to land.
=0AP.P.S, watch out for the oversized guides, I wouldn=99t have known
if the compressions had stayed OK.
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