Yes, picture two, on the good bad scale, is bad.
I have used a straight edge also. The custom pins are a bit over the
top, but useful as sometimes the cradle structure gets in the way of
seeing just how close it is to over center aft where a collapse can
happen....
By the way Ron, I still haven't gotten to fly my bird after the Sun n
Fun damage, but a couple years ago you commented on running the 914 at
altitude in turbo and the way the turbo waste gate automatic programing
worked. It took a bit of time for me to comprehend what you were saying
and I started troubleshooting.
We have a slight adjustment to the turbo cable. It seems you had hit
the nail on the head about the turbo control unit. Now that I have a
new controller for the turbo and I can monitor the engine on the laptop
computer, I hope to cure or at least minimize the problem with "the
worlds slowest Europa with 914" problem I have been chasing. I hope to
cure the problem of my manifold pressure climbing as I increase altitude
which limits my speed. More to follow, but your question of the
pressure/temp controls on the 914 kept me thinking on it.
At the time of engine installation, I set my turbo control cable exactly
as the manual calls for as I have on all the birds in my shop, but on my
aircraft, it sucks. The Rotax method to set the turbo cable position
actually puts my engine well over 40 inches of boost at takeoff (if I
let it, but the waste gate controller of course pulls the gate closed to
prevent that) and when I throttle back out of turbo to the 100% stop
(max continuous) my manifold pressure is well above 34 inches requiring
me to throttle back below 100%. Even with the throttle pulled back to
maintain 34-35 inches, the airbox pressure is running a bit high and the
airbox will actually blow off the carbs on climbout. The cable on my
aircraft has been adjusted to allow the turbo waste gate to only open
just far enough to give me 34 inches at 100% and behold, I just make the
38 inches at full tubo (that is the limit on my engine). Of course full
power is available at sea level and 100% throttle for climb so no risks
are anticipated in testing. It was only about 2 threads on the turbo
cable adjustment point to achieve this. So now I have to flight test
and go through some trial and error to get the climb/max continuous
setup to allow me to not have to fly at 60% throttle at cruise. I have
found in the past, my fuel mileage is great, but my cruise power sucks.
More to follow and thanks for your comments which hopefully will solve
my problem.
Regards,
Bud
----- Original Message -----
From: rparigoris<mailto:rparigor@suffolk.lib.ny.us>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Sunday, June 12, 2011 4:51 PM
Subject: Europa-List: Re: Landing gear Failure, ATTN Bud Yerly
<rparigor@suffolk.lib.ny.us<mailto:rparigor@suffolk.lib.ny.us>>
Hi Bud
Thx. for pictures and explanations.
Just to make sure everyone knows that under center is a bad thing,
your second picture clearly shows that the LG08 is under center which is
exactly what you don't want. The first picture looks OK.
Instead of using a string, I turned a pin that fits into the large
shaft of LG08 and has a portion turned the same diameter as the other
two pins. Now in situation can check with a straight edge
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342803#342803<http://forums
.matronics.com/viewtopic.php?p=342803#342803>
http://www.matronics.com/Navigator?Europa-List<http://www.matronics.com/N
avigator?Europa-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
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