Made it to KEVW. Evanston, WY
KDWA KBAM KEVW 7:05 to 12:18
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> Europa-List Digest Archive
> ---
> Total Messages Posted Thu 07/21/16: 4
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 07:25 AM - Re: Non lifting weight allowance (rampil)
> 2. 08:01 AM - Re: New Panel - Master/Ignition Switches (rampil)
> 3. 08:47 AM - Re: Are you ready to takeoff for Oshkosh (Erich Trombley)
> 4. 08:47 AM - Re: New Panel - Master/Ignition Switches (italianjon)
>
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: Europa-List: Re: Non lifting weight allowance
> From: "rampil" <ira.rampil@gmail.com>
>
>
> Hi Wladimir, could you please clarify what you mean by "non-lifting weight
> allowance"?
> I think it is fair to say that most of the long wing aircraft are in
> the US, and your term is unfamiliar (to me at least). I have a set of long
> wings
> but have yet to fit them to my fuselage, and so have not done a Weight &
> Balance
> with them yet.
>
> --------
> Ira N224XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458480#458480
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Subject: Europa-List: Re: New Panel - Master/Ignition Switches
> From: "rampil" <ira.rampil@gmail.com>
>
>
> Hi Jon,
>
> Here are my thoughts regarding standard power and ignition switches.
>
> First, recognize that you are talking about four separate circuits here:
> 1) Master Buss Contactor power
> 2) Alternator Field power
> 3) Magneto Grounds
> 4) Starter Contactor
>
> In commercial light aircraft, these are usually grouped into two physical
> switch
> units. The standard keyed, rotary ignition (plus starter) switch is extremely
> robust and rugged and very unlikely to fail as befits a life-safety control.
> It is also quite compact in terms of panel space when compared with your
> proposal
> of replacing it with three separate switches, which if they are small will
> have minute contact areas compared with the big rotary. Small contact areas
> = short service life. The advantage to your proposal is possibly reduction in
> price and a minute advantage in weight. Just because Rotax draws the ignition
> circuit as two separate switches, does not imply that they do not favor
> standard
> aviation practice, as opposite to standard snowmobile practice. As for
> reliability,
> consider the relative reliability of three hobbyist grade switches for
> ignition/start vs a "bulletproof" AN spec'd part. In my Europa, I have a
> Bendix
> rotary plus a separate push button starter switch. The duty cycle on the
> start button is minute, but I have selected a part with can easily handle the
> 800 mA start Contactor load.
>
> The two power contractors are usually controlled by single pole on-off
> switches
> which can vary in form factor, i.e., bat / toggle, rocker, etc. In my PA-22,
> there are no contactors (Mr Piper was cheap). In this case the Master Power
> switch
> is On-Off-On, in case one side of the switch fails. Back to the standard
> arrangement: It is usually thought to be convenient to semi-gang them since
> except for very trouble shooting they operate together.
>
> For clarification, there is no such thing as a "standard pole" switch. The
> term
> pole refers to the number of circuits controlled by the switch , eg, one pole,
> double pole, 11-pole.
>
> I hope this helps set out the design issues for this part of panel design.
>
> --------
> Ira N224XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458483#458483
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> From: "Erich Trombley" <erichdtrombley@juno.com>
> Subject: Europa-List: RE: Are you ready to takeoff for Oshkosh
>
> Hi Bud, Sorry to hear of your starter problem. I took an early flight t
> his morning in preparation for OSH. I had made a couple of modifications
> that I wanted to prove out. I must admit I didn't sleep very well wond
> ering if the Gremlins would come out to play as they did for you. I am
> happy to report all went well. Beautiful sunrise over Las Vegas. I am p
> lanning to arrive at OSH late Saturday afternoon, weather permitting. C
> an't wait to catch up with all of the Europa builders and flyers. Safe t
> ravels to all. Erich TrombleyN28ET Classic Mono 914 Bud wrote:In the r
> ush to get your bird ready, don’t cut corners, have a safe flight
> or drive and bring your shopping list.
>
> See you all on or about Sunday afternoon.
>
>
> I was looking at the weather and did my flight planning. I’m read
> y to go... Well sort of. I went for a confidence flight today (which did
> n’t raise my confidence) in preparation for leaving on Thursday to
> visit my Mom on the way up. Over the last three months 12AY has been fl
> ying great. In preparation for the Thursday departure I changed the oil,
> and put in a new battery yesterday, however, my confidence flight went
> poorly today as 12AY wouldn’t start at all (starter now removed as
> it is spinning at only 250 rpm on crank, unless charged to 13 volts, an
> d on disassembly one nut was found stripped and the armature was coated
> with baked on grease due to a worn front seal (only 400 hours). I had a
> poor mag check (350 drop initially and 300 after running it up) so I pul
> led the right carb to get to the starter anyway, and found a leaking rig
> ht carb bowl, I hope I have the “O” ring. I could smell gas
> in the cockpit and noted I developed a small fuel leak at the vent hose
> fitting (I tightened the clamp and it seemed to work). The climb and cru
> ise checks to 10,000 went well but the fuel low light came on at 17 gall
> ons (I hope all I need to do is reset parameters on my fuel totalizer).
> Worse yet my wife says I have to buy some new clothes with her tomorrow
> evening. So it will be a long, long, day tomorrow, but I am really looki
> ng forward to seeing you all. If the plane cannot be repaired and operat
> e at 100% by tomorrow on its confidence flight, I’ll drive up in t
> he car.
>
>
> I’m heeding my own advice to be safe and not cut corners.
>
>
> See you all there!
>
>
> Bud Yerly
>
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> ________________________________ Message 4
> _____________________________________
>
>
> Subject: Europa-List: Re: New Panel - Master/Ignition Switches
> From: "italianjon" <jon.catilli@gmail.com>
>
>
> Hi guys,
>
> Interesting food for thought.
>
> So it sees that there is no formal reason not to do what I would like to do,
but
> a fair technical point.
>
> Panel space should not be a problem, as I am cleaning up the "small lower
> panel"
> by removing the currently installed engine instrumentation and that is going
> into a single EMS Xtreme from MGL on the centre panel.
>
> But yes, the reliability is worth thinking about.
>
> The main point that got me started down this "thought route" is why can we
> turn
> on our aircraft without a key, but you can't with the car... I started to
> think
> would it not be better to put the battery on the key and then everything else
> on simple toggle switches.
>
> A third point that came up today in a discussion I had at work about this is
one
> of human factors... if I make my aircraft too different that does introduce
> risk when I fly something else. (I sometimes rent the club aircraft, when I
> need
> more than 2 seats)
>
> I am going to keep thinking on this one... some good points raised so far :)
>
> Regards
>
> Jon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=458486#458486
>
>
>
>
>
>
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