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Alternate static port & Switch

 
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Burrilla



Joined: 25 Apr 2015
Posts: 181

PostPosted: Wed Feb 21, 2018 6:31 am    Post subject: Alternate static port & Switch Reply with quote

I’ve seen one of these used.

http://www.skydrive.co.uk/proddetail.asp?prod=SOV-125
Alan

Sent from my iPad

On 21 Feb 2018, at 14:16, graeme bird <graeme(at)gdbmk.co.uk (graeme(at)gdbmk.co.uk)> wrote:
Quote:
--> Europa-List message posted by: "graeme bird" <graeme(at)gdbmk.co.uk (graeme(at)gdbmk.co.uk)>

I put in MOD 2 for my heated pitot tube and one of the points that came back was that i'd need to be able to select an alternate static port. Has anyone used a natty panel mount widget/switch for this which connects to 6mm pvc tubing?

--------
Graeme Bird
G-UMPY - Mono Classic/XS FFW 912S, Woodcomp 3000/3W CS, trutrak Gemini 2 axis AP, PAW, PFLARM core, ads-b out, 8.33khz, mode S, FP-5, Aera500, SD on Nexus, SmartA3
325 hours &amp; 6 years on the Mono, 930 total
g(at)gdbmk.co.uk


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gilles.thesee(at)free.fr
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PostPosted: Thu Feb 22, 2018 10:06 am    Post subject: Alternate static port & Switch Reply with quote

Le 22/02/2018 à 12:57, John Wighton a écrit :

Quote:
Quote:
--> Europa-List message posted by: "John Wighton" <john(at)wighton.net> (john(at)wighton.net)

The alternate static source when switched with this type of (2 way switch) will supplement the original static source - not replace it.

A 3-way switch which selects from either Source A or Source B seems to be a requirement for some aircraft (l know this may not be applicable to the LAA).

Hello,

Here is what 14 CFR 23.1325 - Static pressure system says :
https://www.law.cornell.edu/cfr/text/14/23.1325
Quote:

(c) Except as provided in paragraph (d) of this section, if the static pressure system incorporates both a primary and an alternate static pressure source, the means for selecting one or the other source must be designed so that -
(1) When either source is selected, the other is blocked off; and
(2) Both sources cannot be blocked off simultaneously.
(d) For unpressurized airplanes, paragraph (c)(1) of this section does not apply if it can be demonstrated that the static pressure system calibration, when either static pressure source is selected, is not changed by the other static pressure source being open or blocked.

--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr


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Burrilla



Joined: 25 Apr 2015
Posts: 181

PostPosted: Fri Mar 02, 2018 4:26 am    Post subject: Alternate static port & Switch Reply with quote

Quote:
From the amount of drafts through various parts I’m not sure how representative it is but certainly better than a blocked static vent on the wing.

Alan

Sent from my iPad

Quote:
On 2 Mar 2018, at 12:19, carlp101 <cparkinson(at)cisc-uk.com> wrote:



Being an aircraft that does not have the ability to be configured with a pressurised cockpit, I've often wondered why people route static ports to the outside world instead of just leaving the static port unconnected behind the panel? I discussed this recently with the LAA and they didn't see and issue with leaving them unconnected in non-pressurised aircraft.

Thoughts?




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dg.watts(at)talktalk.net
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PostPosted: Fri Mar 02, 2018 4:41 am    Post subject: Alternate static port & Switch Reply with quote

In the early days I fitted a switched static line with the alternate being behind the panel and I found the readings to be substantially different to the standard static port and I eventually removed it all.

Unfortunately, being 20 odd years ago it is to long ago for me to remember exactly what the differences were in actual numbers.

Dave Watts
G-BXDY Classic Mono 2,463 hrs after 20.3 years and still loving it.

Quote:
On 2 Mar 2018, at 12:19 pm, carlp101 <cparkinson(at)cisc-uk.com> wrote:



Being an aircraft that does not have the ability to be configured with a pressurised cockpit, I've often wondered why people route static ports to the outside world instead of just leaving the static port unconnected behind the panel? I discussed this recently with the LAA and they didn't see and issue with leaving them unconnected in non-pressurised aircraft.

Thoughts?




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Duncan McFadyean



Joined: 18 Jan 2011
Posts: 218

PostPosted: Sat Mar 03, 2018 7:11 am    Post subject: Alternate static port & Switch Reply with quote

I could hardly tell any difference with cockpit static, although there was a couple of knots difference seen instantly as the cabin ventilators were plugged.
However, if the rear of a door becomes unlatched (or I guess some other similar major fuselage leak), the pressure instruments become highly variable, misleading and unusable. For that reason alone I reinstated the wing mounted static.
Duncan McF.

----Original Message----
From: dg.watts(at)talktalk.net
Date: 02/03/2018 12:39
To: <europa-list(at)matronics.com>
Subj: Re: Re: Alternate static port &amp; Switch

--> Europa-List message posted by: David Watts <dg.watts(at)talktalk.net>

In the early days I fitted a switched static line with the alternate being behind the panel and I found the readings to be substantially different to the standard static port and I eventually removed it all.

Unfortunately, being 20 odd years ago it is to long ago for me to remember exactly what the differences were in actual numbers.

Dave Watts
G-BXDY Classic Mono 2,463 hrs after 20.3 years and still loving it.

Quote:
On 2 Mar 2018, at 12:19 pm, carlp101 <cparkinson(at)cisc-uk.com> wrote:

--> Europa-List message posted by: "carlp101" <cparkinson(at)cisc-uk.com>

Being an aircraft that does not have the ability to be configured with a pressurised cockpit, I've often wondered why people route static ports to the outside world instead of just leaving the static port unconnected behind the panel? I discussed this recently with the LAA and they didn't see and issue with leaving them unconnected in non-pressurised aircraft.

Thoughts?




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budyerly(at)msn.com
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PostPosted: Sun Mar 04, 2018 10:01 am    Post subject: Alternate static port & Switch Reply with quote

Carl,
Many aircraft have a substantially different cockpit static vs the factory external static position.
Open cockpits with large windscreens tend to be low (altimeter reads high)
Closed cockpits are a bit of a mix. Generally cockpit static is fairly good.
The underwing static position of the XS Europa factory static tube is quite accurate.
Alternate pitot tubes with static ports are generally good provided the static port is well below the wing surface toward the trailing edge. At least 4-5 inches separation of the static tube from the wing surface is generally good enough for good static readings. Side of fuselage static ports are again hit or miss and manufacturers spend considerable time getting it right...

In 12AY, which is a trigear with enclosed center tunnel, rear vented D panel, and full door seal enclosure, the difference between cockpit static and underwing is 2 knots and 20 ish feet. I use a simple cockpit air switch for IFR equipped Europa’s for an alternate static source and then fly and test and calibrate it. My choice for a small inexpensive valve is made by Pneumadyne. I use the latching toggle for two or three way normally open with 10-32 fitting with 1/8 barb. In my panels, I have found the 1/8 inch tubing to be an outstanding full proof pitot static tubing. I also use a number of the CPC products quick disconnects for IFR quick disconnects when doing the biannual pitot static checks to isolate the altimeter and encoder from A/S etc. where leaks are possible. Saves time and sometimes money on pitot/static testing.

Flight test of a cockpit static is easy with a couple of CPC connectors to make a quick cockpit change of static source to experiment with. I use the same cockpit seal technique from plane to plane, so I just install the valve and then flight test.
Testing has to be at all altitudes, airspeeds and configurations. I tested in increments from max cruise to stall clean and dirty from 1000 to 10,000 feet cruise and 1000 to 5000 for approach configuration. Cockpit air vents open and closed with door seals installed but vents in the rear bulkhead to allow cockpit venting must be checked also.

Each airplane is different. The air rush through the tunnel into the cockpit or door seal options change things for each aircraft as venting of the cockpit is non standard and builder dependent. If you seal up the cockpit and wing seals things are fine with trigears, mono’s could be slightly different as I have never personally done an IFR mono.

Regards,
Bud Yerly
Sent from Mail for Windows 10

From: owner-europa-list-server(at)matronics.com <owner-europa-list-server(at)matronics.com> on behalf of carlp101 <cparkinson(at)cisc-uk.com>
Sent: Friday, March 2, 2018 7:19:04 AM
To: europa-list(at)matronics.com
Subject: Re: Alternate static port & Switch


--> Europa-List message posted by: "carlp101" <cparkinson(at)cisc-uk.com>

Being an aircraft that does not have the ability to be configured with a pressurised cockpit, I've often wondered why people route static ports to the outside world instead of just leaving the static port unconnected behind the panel? I discussed this recently with the LAA and they didn't see and issue with leaving them unconnected in non-pressurised aircraft.

Thoughts?




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grahamsingleton(at)btinte
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PostPosted: Sun Mar 04, 2018 11:49 am    Post subject: Alternate static port & Switch Reply with quote

the cockpit pressure will be a bit different to the static and will change when any ventilation vents are operated,
which means airspeed will be not quite accurate. Couple of knots either way. Sometimes cockpit will be lower pressure and exhaust fumes get sucked in through the flap slots or gear lever slot. I used to notice it when flaps were full down.
Graham

Quote:
On 2 Mar 2018, at 12:26, Alan Burrill <alanb(at)dpy01.co.uk> wrote:



> From the amount of drafts through various parts I’m not sure how representative it is but certainly better than a blocked static vent on the wing.

Alan

Sent from my iPad

> On 2 Mar 2018, at 12:19, carlp101 <cparkinson(at)cisc-uk.com> wrote:
>
>
>
> Being an aircraft that does not have the ability to be configured with a pressurised cockpit, I've often wondered why people route static ports to the outside world instead of just leaving the static port unconnected behind the panel? I discussed this recently with the LAA and they didn't see and issue with leaving them unconnected in non-pressurised aircraft.
>
> Thoughts?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478348#478348
>
>
>
>
>
>
>
>
>







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