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361. Re: Painting Alodined bits - or Not? (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Mon, 24 Dec 2001 14:54:13; For sure an alodined surface is more corrosion-resistant than bare, but merely installing the pushrod will abrade some off. Except in salty environments, the aluminum bits inside the wing will not c; /europa_forum//html/europa-list/2001-12/msg00245.html (7,710 bytes)
362. Re: Door strut question (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Mon, 24 Dec 2001 20:06:07; europajim@juno.com writes (in part): the I'm still unclear as to the benefit of reversing the strut. It's force is bi-directional, except maybe to allow additional clearance to get the angle better a; /europa_forum//html/europa-list/2001-12/msg00249.html (10,143 bytes)
363. Re: Door strut question (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Tue, 25 Dec 2001 19:21:13; That has me thinking here, Pete. Is a gas strut really all that desirable? Perhaps some technology at least a few hundred years old: A 5/8" x maybe 6" long, partially slotted bracket, 1/16" steel. Th; /europa_forum//html/europa-list/2001-12/msg00261.html (9,578 bytes)
364. Re: Gas Struts (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Thu, 27 Dec 2001 11:36:28; That's a pretty clever arrangement, and sounds like at least two folks think the benefit of the gas strut is marginal at best. The effort to raise the door against gravity is a wash with the effort t; /europa_forum//html/europa-list/2001-12/msg00270.html (8,460 bytes)
365. Re: Europa Tyre Loadings (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Sat, 29 Dec 2001 10:19:52; Can't exactly say what load rating is, but it appears to replace the old "ply ratings," and relates to max PSI for the tire. The Cheng Shin is rated at 70 max psi (8-ply rating), but filled to only 3; /europa_forum//html/europa-list/2001-12/msg00275.html (8,930 bytes)
366. Re: Looking down the road at batteries (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Mon, 31 Dec 2001 23:09:51; Shaun Simkins wrote (in part): 0.6KW ( about 50A ) the battery But if this It's odd they use that ampere-hour stuff (mere capacity), whereas for cranking engines, internal resistance is as important; /europa_forum//html/europa-list/2001-12/msg00314.html (9,426 bytes)
367. Re: wet close out's (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Tue, 1 Jan 2002 21:20:13; I know it's hard to squeegee the excess in closeouts, so I just took scraps of glass cloth, folded em up, and sopped any excess sponge style. Regards, Fred F.; /europa_forum//html/europa-list/2002-01/msg00019.html (7,255 bytes)
368. Re: Looking down the road at batteries (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Tue, 1 Jan 2002 21:28:40; I should add I have a goof my original post. Cold cranking amps (CCA) per U.S. standard is 30 seconds, at 0-deg F, to maintain at least 7.2 volts. Be careful that any comparison spec is under that te; /europa_forum//html/europa-list/2002-01/msg00020.html (9,672 bytes)
369. Re: Looking down the road at batteries (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Tue, 1 Jan 2002 22:10:45; That's true, but it's not enough redundancy as FAA defines it, Jim. If you ever get "smoke in the cockpit," the only choice is kill the master switch, taking out the battery if you wisely have a mast; /europa_forum//html/europa-list/2002-01/msg00021.html (10,053 bytes)
370. Re: Looking down the road at batteries (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Thu, 3 Jan 2002 09:16:43; You overall analysis is good, Shaun, but the actual current draw will not be the same as what the mfr says and is often high. Transponders, e.g., are spec'd at max reply rate of 500/sec. On my 2 elec; /europa_forum//html/europa-list/2002-01/msg00046.html (10,077 bytes)
371. Re: Looking down the road at batteries (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Fri, 4 Jan 2002 14:21:45; Those lights are a problem. But an approved, single strobe (vertical fin) can get you well under 4A. For position lights, the "Grimes" lamp is showing me < 2 amp each, and a tail item is less. But I'; /europa_forum//html/europa-list/2002-01/msg00075.html (9,586 bytes)
372. Re: Europa-Fuel contents (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Sun, 6 Jan 2002 11:49:55; I did a simple test yesterday, measuring capacitance with both mogas and avgas, coincidentally both produced by BP-Amoco. It showed a nice 20% difference in capacitance, and hence dielectric property; /europa_forum//html/europa-list/2002-01/msg00109.html (10,217 bytes)
373. Re: EFIS/One (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Sun, 6 Jan 2002 11:51:09; old fashion Dave Anderson A227 motorglider. But investments, and not just in comparison to the NASDAQ lately. The current supply/demand situation is such you'll be able to sell them easily if the pr; /europa_forum//html/europa-list/2002-01/msg00110.html (8,088 bytes)
374. Re: EFIS/One (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Mon, 7 Jan 2002 14:37:53; to ensure that sued by the IMC. I hadn't thought about that aspect of it. They talk about IFR use, but I wonder when the attorneys will convince Blue Mountain they need liability waivers from buyers; /europa_forum//html/europa-list/2002-01/msg00128.html (8,633 bytes)
375. Re: Rotax engine failure in G-BWGH (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Thu, 10 Jan 2002 11:30:21; The original message said the bolt was stripped, which is easy to do w/o a torque wrench. But it's also noteworthy that it isn't necessary to have a loose cover bolt, tossing oil, to cause big proble; /europa_forum//html/europa-list/2002-01/msg00186.html (9,970 bytes)
376. Re: Holes in panel (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Thu, 10 Jan 2002 16:16:38; If you want them to look real nice, whether punching out glass or ali, measure each instrument. I measured my instrument collection first, and that 3-1/8" and such-such screw spacing standard should; /europa_forum//html/europa-list/2002-01/msg00195.html (8,570 bytes)
377. Re: Splashes in rear fuselage.... (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Sun, 13 Jan 2002 12:01:10; I couldn't figure out why the containment structure has to be bolted up there. The chances it will ever need removal are small. The clearance won't be important if, after fuse top bonding, you take b; /europa_forum//html/europa-list/2002-01/msg00220.html (8,262 bytes)
378. Re: Tailplanes (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Sun, 13 Jan 2002 12:02:39; The only gamble would be whether you'd need to remove the torque tube to repair/replace something. Looks like hacksaw through the torque tube, and order up a new pair of stabilator cores and start a; /europa_forum//html/europa-list/2002-01/msg00221.html (8,304 bytes)
379. Re: Jabiru 8 cylinder (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Sun, 13 Jan 2002 12:15:22; Will that allow enough on payload for the aux tank? 10/gallons per hour they say. :-); /europa_forum//html/europa-list/2002-01/msg00222.html (7,122 bytes)
380. Re: Tailplanes (score: 1): Author: Fred Fillinger <fillinger@ameritech.net>; Date: Wed, 16 Jan 2002 12:55:47; Is it more than a few? The original inquiry, and my response, were --From builders with zero hours yet, and at least mine are fine! I wonder, though, if both pins have been Loctited, how does one int; /europa_forum//html/europa-list/2002-01/msg00264.html (10,185 bytes)

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