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budyerly(at)msn.com
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 Posted: Sat Jan 05, 2013 8:41 pm Post subject: Power loss and Inspecting comments |
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<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> Jim, and tibits for the rest of us:
After the tire failure and the subsequent off roading mud and dirt experience while cross country, I commend you for your pursuit of the problem which cost you much time, and money. You knew you had a mud plugged vent, but an experienced guy like you missed the kinked vent line cause. So what's a normal guy to do?
I had to ponder that we (really me), are always quick to assume an engine related problem is causing the power loss. You told me about finding the kink but I still assumed that you had a carb problem. You cleared the clogged vent, but who would have thought about the rest of the vent system and a possible kinked line when the plane has been flying for years. I am anal about fuel system install and operation, but once installed, I rarely look beyond making sure there is not chaffing or leaks.
Added for all of us:
Recently I just finished an extended annual and another fuel tank replacement / annual in a couple aircraft that I helped customers build back in 2002 and 2004. Interesting to note that on both aircraft, that they were past the 5 year hose replacement timeframe (we all dread that). In both aircraft I found that the vent line was kinked or compromised. In one of the aircraft when the upholsterer forced the fabric around the fuel cover he had forced the fuel cover over one of the polyurethane vent lines and over time the cover pushed on it nearly flat so it barely vented properly, and on the other, the vent line was perfect looking, but the hose was horribly brittle because the vent tube was made from clear Tygon tubing. Tygon is supposed to be completely impervious to fuel related problems. Duh, maybe not...
In my old Europa Operators Manual there was the requirement to pull the fuel bosses off and flush the tank annually, which is quite tough, but never to check our vent system, and in the new ops manual, it only indicates to check and inspect for leaks. The 5 year recommendation for changing hoses is still there, but not the vent lines. Vent lines never get checked.
As far as I know, you are the first with an underside vent that ever got plugged, however, you are the only mono I know of with the vent on the bottom and operate off of grass a lot. In the trigear the vent on the bottom is always clean, but your point of the oil overflow on the right side of the cowl exit and a centrally located vent will be a potential problem for oil, grime and dirt. I'll have to admit I will make sure my annual checklist is changed to check the vents.
I prefer not to vent out of the top because with the motor glider in turns when trying to soar, the fuel sprays out of the vent in right turns. It also will vent fuel out if overfilled on a hot day in Florida and let set in the sun (especially a mono), which of course can ruining the paint.
Inspecting an aircraft is not an exact science. Manufacturers and regulating agencies give only vague guidance. We are the manufacturer as the builder, so we set the guidelines for inspections of our aircraft, and if the kit manufacturer gives guidance, we the manufacturer of the aircraft should be more specific, not less to include info on our added systems, changes, modifications, and additional wear areas or time change items due to all the above. I'm in the US, and have my A&P use the FAA FAR 43 Appendix D as well as the engine 100 hour checklist and I insist on him using the Kit Manufacturers guidelines such as the Appendix E of the build manual and Section 8 of the Ops manual when inspecting an experimental aircraft. Now, I have been accused of doing a complete rebuild instead of an annual inspection, but I am anal so that is my excuse, but on an experimental aircraft (especially one I didn't help build or maintain) I have found that there are many non standard items, routing conflicts between wiring, fuel lines, brake lines and control cables, as well as poor installation of equipment and structural construction mistakes that the builder and final FAA inspector missed on the initial Airworthiness Inspection. The FAA actually requires us, as US Experimental Aircraft Manufacturers, to have established maintenance and operations procedures.
I am attaching my personal annual inspection checklist out in the open to show what we the builder can do to improve the inspections on our aircraft. I only just added an item to inspect the fuel vents since you called me about the problem weeks ago. I developed this checklist long ago, before becoming a Europa owner and just tailored it to include items in the Europa Section 8 inspection, the FAA and LAA recommended guidelines etc. I am preparing to submit some of this info in a condensed fashion in an updated Tech Support section of Europa's Website as well as some other notes we all should know when maintaining the Europa. Now this is my personal checklist, not for general dissemination as a Europa Directive, but provided for others to see that an annual inspection is not a walk around. But then again, it is not an IRAN (Inspect and Repair as Necessary) like the military does by completely disassembling every panel, inside and out, instruments, wings, engine, etc. and inspect, refurbish, service and repair all the above, it is however, more than a quick check for wrinkles in the skin, change the oil and sign it off.
Great job of troubleshooting and thanks for the report Jim. Your findings and my recent observations have changed my annual checklist for sure...
Regards,
Bud Yerly
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paul.the.aviator(at)gmail
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| Posted: Sat Jan 05, 2013 9:10 pm Post subject: Power loss and Inspecting comments |
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Bud,
Thank you for your comments. Well thought out and valuable as always.
I was one of the earlier pioneers of the system to route my filling vent and into the top of the cobra inlet. For the fuel tank / system vent I did something different again.
I adopted the idea that Robin use and placed my vent in the backside of the wing root. At the time I thought this was a great idea, but over time perhaps its only a good idea, maybe not even that. The upside is that it is unlikely to be plugged by mud, but there are a number of downsides:
- Once in a great while, if I over fill the tank, it will run out of this vent and out of the wing root over the flap. I inspect the flap regularly to make sure fuel has not got inside the core and dissolved the foam.
- If I over fill the tank the fumes make there way into the flap drive slot during flight.
- I have to take the wing off to inspect the vent which doesn't happen regularly. There is a slight risk on my area that an insect called a "Mud Dauber" can get in there.
So, in conclusion, while these departures from the original design seem like a good idea there are often hidden consequences.
Over the years I have become involved in inspecting and technical counselling for the EAA, and the experience of this community has taught me that fuel systems and modifications to them feature high on the list of accident causes.
Cheers, Paul
On Sat, Jan 5, 2013 at 10:40 PM, Bud Yerly <budyerly(at)msn.com (budyerly(at)msn.com)> wrote:
[quote] Jim, and tibits for the rest of us:
After the tire failure and the subsequent off roading mud and dirt experience while cross country, I commend you for your pursuit of the problem which cost you much time, and money. You knew you had a mud plugged vent, but an experienced guy like you missed the kinked vent line cause. So what's a normal guy to do?
I had to ponder that we (really me), are always quick to assume an engine related problem is causing the power loss. You told me about finding the kink but I still assumed that you had a carb problem. You cleared the clogged vent, but who would have thought about the rest of the vent system and a possible kinked line when the plane has been flying for years. I am anal about fuel system install and operation, but once installed, I rarely look beyond making sure there is not chaffing or leaks.
Added for all of us:
Recently I just finished an extended annual and another fuel tank replacement / annual in a couple aircraft that I helped customers build back in 2002 and 2004. Interesting to note that on both aircraft, that they were past the 5 year hose replacement timeframe (we all dread that). In both aircraft I found that the vent line was kinked or compromised. In one of the aircraft when the upholsterer forced the fabric around the fuel cover he had forced the fuel cover over one of the polyurethane vent lines and over time the cover pushed on it nearly flat so it barely vented properly, and on the other, the vent line was perfect looking, but the hose was horribly brittle because the vent tube was made from clear Tygon tubing. Tygon is supposed to be completely impervious to fuel related problems. Duh, maybe not...
In my old Europa Operators Manual there was the requirement to pull the fuel bosses off and flush the tank annually, which is quite tough, but never to check our vent system, and in the new ops manual, it only indicates to check and inspect for leaks. The 5 year recommendation for changing hoses is still there, but not the vent lines. Vent lines never get checked.
As far as I know, you are the first with an underside vent that ever got plugged, however, you are the only mono I know of with the vent on the bottom and operate off of grass a lot. In the trigear the vent on the bottom is always clean, but your point of the oil overflow on the right side of the cowl exit and a centrally located vent will be a potential problem for oil, grime and dirt. I'll have to admit I will make sure my annual checklist is changed to check the vents.
I prefer not to vent out of the top because with the motor glider in turns when trying to soar, the fuel sprays out of the vent in right turns. It also will vent fuel out if overfilled on a hot day in Florida and let set in the sun (especially a mono), which of course can ruining the paint.
Inspecting an aircraft is not an exact science. Manufacturers and regulating agencies give only vague guidance. We are the manufacturer as the builder, so we set the guidelines for inspections of our aircraft, and if the kit manufacturer gives guidance, we the manufacturer of the aircraft should be more specific, not less to include info on our added systems, changes, modifications, and additional wear areas or time change items due to all the above. I'm in the US, and have my A&P use the FAA FAR 43 Appendix D as well as the engine 100 hour checklist and I insist on him using the Kit Manufacturers guidelines such as the Appendix E of the build manual and Section 8 of the Ops manual when inspecting an experimental aircraft. Now, I have been accused of doing a complete rebuild instead of an annual inspection, but I am anal so that is my excuse, but on an experimental aircraft (especially one I didn't help build or maintain) I have found that there are many non standard items, routing conflicts between wiring, fuel lines, brake lines and control cables, as well as poor installation of equipment and structural construction mistakes that the builder and final FAA inspector missed on the initial Airworthiness Inspection. The FAA actually requires us, as US Experimental Aircraft Manufacturers, to have established maintenance and operations procedures.
I am attaching my personal annual inspection checklist out in the open to show what we the builder can do to improve the inspections on our aircraft. I only just added an item to inspect the fuel vents since you called me about the problem weeks ago. I developed this checklist long ago, before becoming a Europa owner and just tailored it to include items in the Europa Section 8 inspection, the FAA and LAA recommended guidelines etc. I am preparing to submit some of this info in a condensed fashion in an updated Tech Support section of Europa's Website as well as some other notes we all should know when maintaining the Europa. Now this is my personal checklist, not for general dissemination as a Europa Directive, but provided for others to see that an annual inspection is not a walk around. But then again, it is not an IRAN (Inspect and Repair as Necessary) like the military does by completely disassembling every panel, inside and out, instruments, wings, engine, etc. and inspect, refurbish, service and repair all the above, it is however, more than a quick check for wrinkles in the skin, change the oil and sign it off.
Great job of troubleshooting and thanks for the report Jim. Your findings and my recent observations have changed my annual checklist for sure...
Regards,
Bud Yerly
[b]
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grahamsingleton(at)btinte
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| Posted: Sun Jan 06, 2013 3:14 am Post subject: Power loss and Inspecting comments |
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Paul, Jim & Bud
I still think aluminum is the best advice for the breather and it needs to be grounded, fuel droplets rushing up the tygon during fueling
can act like a Van de Graaf static generator. I'm pretty sure that was the cause of the fire my German friends had at Luebek .
They were refueling after a 2 hour flight, hot dry day. Standard breather system, vapour coming out of the breather, a foot or so from the filler,
(this was a Classic) metal Jerry can sitting in the car for hours.
Holding the metal funnel waiting for the last bit of fuel to drain in. Quiet "POP!" and flames in the funnel. Burning fuel was split on the top
of the fuselage and over the tailplane as Jens threw the burning funnel away. His arm got burnt too.
Graham
From: Paul McAllister <paul.the.aviator(at)gmail.com>
To: "europa-list(at)matronics.com" <europa-list(at)matronics.com>
Sent: Sunday, 6 January 2013, 5:09
Subject: Re: Power loss and Inspecting comments
Bud,
Thank you for your comments. Well thought out and valuable as always.
I was one of the earlier pioneers of the system to route my filling vent and into the top of the cobra inlet. For the fuel tank / system vent I did something different again.
I adopted the idea that Robin use and placed my vent in the backside of the wing root. At the time I thought this was a great idea, but over time perhaps its only a good idea, maybe not even that. The upside is that it is unlikely to be plugged by mud, but there are a number of downsides:
- Once in a great while, if I over fill the tank, it will run out of this vent and out of the wing root over the flap. I inspect the flap regularly to make sure fuel has not got inside the core and dissolved the foam.
- If I over fill the tank the fumes make there way into the flap drive slot during flight.
- I have to take the wing off to inspect the vent which doesn't happen regularly. There is a slight risk on my area that an insect called a "Mud Dauber" can get in there.
So, in conclusion, while these departures from the original design seem like a good idea there are often hidden consequences.
Over the years I have become involved in inspecting and technical counselling for the EAA, and the experience of this community has taught me that fuel systems and modifications to them feature high on the list of accident causes.
Cheers, Paul
On Sat, Jan 5, 2013 at 10:40 PM, Bud Yerly <budyerly(at)msn.com (budyerly(at)msn.com)> wrote:
[quote] Jim, and tibits for the rest of us:
After the tire failure and the subsequent off roading mud and dirt experience while cross country, I commend you for your pursuit of the problem which cost you much time, and money. You knew you had a mud plugged vent, but an experienced guy like you missed the kinked vent line cause. So what's a normal guy to do?
I had to ponder that we (really me), are always quick to assume an engine related problem is causing the power loss. You told me about finding the kink but I still assumed that you had a carb problem. You cleared the clogged vent, but who would have thought about the rest of the vent system and a possible kinked line when the plane has been flying for years. I am anal about fuel system install and operation, but once installed, I rarely look beyond making sure there is not chaffing or leaks.
Added for all of us:
Recently I just finished an extended annual and another fuel tank replacement / annual in a couple aircraft that I helped customers build back in 2002 and 2004. Interesting to note that on both aircraft, that they were past the 5 year hose replacement timeframe (we all dread that). In both aircraft I found that the vent line was kinked or compromised. In one of the aircraft when the upholsterer forced the fabric around the fuel cover he had forced the fuel cover over one of the polyurethane vent lines and over time the cover pushed on it nearly flat so it barely vented properly, and on the other, the vent line was perfect looking, but the hose was horribly brittle because the vent tube was made from clear Tygon tubing. Tygon is supposed to be completely impervious to fuel related problems. Duh, maybe not...
In my old Europa Operators Manual there was the requirement to pull the fuel bosses off and flush the tank annually, which is quite tough, but never to check our vent system, and in the new ops manual, it only indicates to check and inspect for leaks. The 5 year recommendation for changing hoses is still there, but not the vent lines. Vent lines never get checked.
As far as I know, you are the first with an underside vent that ever got plugged, however, you are the only mono I know of with the vent on the bottom and operate off of grass a lot. In the trigear the vent on the bottom is always clean, but your point of the oil overflow on the right side of the cowl exit and a centrally located vent will be a potential problem for oil, grime and dirt. I'll have to admit I will make sure my annual checklist is changed to check the vents.
I prefer not to vent out of the top because with the motor glider in turns when trying to soar, the fuel sprays out of the vent in right turns. It also will vent fuel out if overfilled on a hot day in Florida and let set in the sun (especially a mono), which of course can ruining the paint.
Inspecting an aircraft is not an exact science. Manufacturers and regulating agencies give only vague guidance. We are the manufacturer as the builder, so we set the guidelines for inspections of our aircraft, and if the kit manufacturer gives guidance, we the manufacturer of the aircraft should be more specific, not less to include info on our added systems, changes, modifications, and additional wear areas or time change items due to all the above. I'm in the US, and have my A&P use the FAA FAR 43 Appendix D as well as the engine 100 hour checklist and I insist on him using the Kit Manufacturers guidelines such as the Appendix E of the build manual and Section 8 of the Ops manual when inspecting an experimental aircraft. Now, I have been accused of doing a complete rebuild instead of an annual inspection, but I am anal so that is my excuse, but on an experimental aircraft (especially one I didn't help build or maintain) I have found that there are many non standard items, routing conflicts between wiring, fuel lines, brake lines and control cables, as well as poor installation of equipment and structural construction mistakes that the builder and final FAA inspector missed on the initial Airworthiness Inspection. The FAA actually requires us, as US Experimental Aircraft Manufacturers, to have established maintenance and operations procedures.
I am attaching my personal annual inspection checklist out in the open to show what we the builder can do to improve the inspections on our aircraft. I only just added an item to inspect the fuel vents since you called me about the problem weeks ago. I developed this checklist long ago, before becoming a Europa owner and just tailored it to include items in the Europa Section 8 inspection, the FAA and LAA recommended guidelines etc. I am preparing to submit some of this info in a condensed fashion in an updated Tech Support section of Europa's Website as well as some other notes we all should know when maintaining the Europa. Now this is my personal checklist, not for general dissemination as a Europa Directive, but provided for others to see that an annual inspection is not a walk around. But then again, it is not an IRAN (Inspect and Repair as Necessary) like the military does by completely disassembling every panel, inside and out, instruments, wings, engine, etc. and inspect, refurbish, service and repair all the above, it is however, more than a quick check for wrinkles in the skin, change the oil and sign it off.
Great job of troubleshooting and thanks for the report Jim. Your findings and my recent observations have changed my annual checklist for sure...
Regards,
Bud Yerly
httphttp://www.matronics.com/contribution=============
[b]
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budyerly(at)msn.com
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| Posted: Mon Jan 07, 2013 8:21 pm Post subject: Power loss and Inspecting comments |
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<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> Paul,
I make sure my drain for the cobra neck is a ways down the tube so the first time I know my tank is full (other than my sight gauge) is fuel runs out the vent / drain. This keeps the bugs out and the tube clean I guess. I put the vent inboard just enough to miss my toes on an overfill.
Airplanes are 20,000 compromises flying in close formation. So we all have to put up with something. I have never had a problem with my vent tube or drain. But then again I have a trigear and operate off of asphalt. I too do not like fumes in the plane, so I make a metal elbows for the filler, use lined fuel tube, (R9 style), put drains under the tank bottom reinforcements, under my cockpit module where my pumps are, under my seats where the filters are so I know if I have a leak anywhere, and it all stays clean.
My wheel pants are quite low for speed and so I avoid soggy grass strips.
Those who complain about upper vent vs lower vent are living with other compromises. I just don't like them up there and because I tend to do a bit of spirited flying, fuel comes out of my upper drains if installed and fuel stains. They are tough to finish nice also, and the sight gauge vent tends to change the fuel level at different speeds. They are also tougher for the upholster to finish on the inside.
It is all about compromises and preferences.
Best Regards,
bud
[quote] ---
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budyerly(at)msn.com
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| Posted: Mon Jan 07, 2013 8:59 pm Post subject: Power loss and Inspecting comments |
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<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> Graham,
Cardinal rule of fueling....Do not fuel from a can resting in a vehicle. Ever. Do not fill the jerry can inside a vehicle.
2nd rule. Never transport fuel from a vehicle by hand and pour directly to another vehicle.
3rd rule. When fuelling a vehicle, airplane, or transferring fuel from one can to another, set the jerry can on the ground, ground the vehicle/aircraft (aircraft sit on rubber and the static electricity is on the outside of the plane just like a container), ground yourself to the can and the plane by setting one had on the grounded can and the other on or near the fuel inlet lip. This depletes any outer static charge on you, the cans or what you are fuelling. Static electricity resides on the outside of a vessel not inside it, so if you connect a ground, the ground must have a method of transferring from the skin to the ground. I use a brass stud from the skin (the firewall will do but a ground jack on the skin is best) to the earth. The ground made from the earth to the tailpipe is a good ground to the aircraft electrical system and will only work if there is a through stud to collect the charge on the skin to the aircraft electrical system.
Also don't fuel if an electrical storm is within 5 (some agencies require 10) miles of the fuelling point.
It is interesting to note many pilots put a pad around their fuel filler made of rubber with static cling so as to protect their paint finish. Too bad sparks fly when the pad is used. FBOs here in the States now use anti-static pads around the fuel filler neck to prevent scratches. Just recently, US regulations require the fuel truck to the plane is required to be connected to prevent static discharge as the fuel truck is running and powered and is the source of the possible electrical charge, and by connecting both together, the charge is now neutral between the two. The fueling person is grounded to the hose and becomes neutrally charged also, but many agencies still require a ground from the truck to the plane and to the earth. That makes more sense to me.
So I believe the wound was self inflicted. The same type accident has happened many times when filling jerry cans. The spark jumps as the spigot of one can approaches the other. I did a how to fuel an aircraft from jerry cans brief (actually long and boring) at Rough River a few years ago based on my experience and the written documentation from the State of Alaska Department of Transportation. It seems many bush pilots were burning up their aircraft in the dry Alaskan bush (it is a desert up there). These guidelines for fuelling cut the fuelling accidents to nil. I have been using these techniques since the 70's without incident and I figure if it isn't broke, why change.
Regards,
Bud Yerly
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max8992
Joined: 28 Jul 2011
Posts: 142
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| Posted: Tue Jan 08, 2013 1:44 am Post subject: Power loss and Inspecting comments |
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Hi there all !
Talking about compromise, what about drilling a hole in the plug of the filler as a vent (like the owner of Vega ULM located in our hangar has done on his wings). With the sight gauge connected to the cobra. Looks like so simple but I can’t see the inconvenient…
Max Cointe
F-PMLH Europa_TriGear
Kit #560 912ULS Airmaster 450 hours
mcointe(at)free.fr (mcointe(at)free.fr)
De : owner-europa-list-server(at)matronics.com [mailto:owner-europa-list-server(at)matronics.com] De la part de Bud Yerly
Envoyé : mardi 8 janvier 2013 05:20
À : europa-list(at)matronics.com
Objet : Re: Power loss and Inspecting comments
Paul,
I make sure my drain for the cobra neck is a ways down the tube so the first time I know my tank is full (other than my sight gauge) is fuel runs out the vent / drain. This keeps the bugs out and the tube clean I guess. I put the vent inboard just enough to miss my toes on an overfill.
Airplanes are 20,000 compromises flying in close formation. So we all have to put up with something. I have never had a problem with my vent tube or drain. But then again I have a trigear and operate off of asphalt. I too do not like fumes in the plane, so I make a metal elbows for the filler, use lined fuel tube, (R9 style), put drains under the tank bottom reinforcements, under my cockpit module where my pumps are, under my seats where the filters are so I know if I have a leak anywhere, and it all stays clean.
My wheel pants are quite low for speed and so I avoid soggy grass strips.
Those who complain about upper vent vs lower vent are living with other compromises. I just don't like them up there and because I tend to do a bit of spirited flying, fuel comes out of my upper drains if installed and fuel stains. They are tough to finish nice also, and the sight gauge vent tends to change the fuel level at different speeds. They are also tougher for the upholster to finish on the inside.
It is all about compromises and preferences.
Best Regards,
bud
[quote]
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Max8992
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Roland
Joined: 30 Nov 2009
Posts: 334
Location: EDLE
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| Posted: Tue Jan 08, 2013 2:51 am Post subject: Re: Power loss and Inspecting comments |
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Hi Bud,
how about refueling the Europa on a trailer at the gas station (I climb onto the trailer with the petrol nozzle)?
This should be no problem, right?
Thanks!
Roland
PH-ZTI
XS Trigear 914
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budyerly(at)msn.com
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| Posted: Fri Jan 11, 2013 7:20 pm Post subject: Power loss and Inspecting comments |
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<?xml:namespace prefix="v" /><?xml:namespace prefix="o" /><![endif]--> Roland,
On an open trailer, it is no different than fuelling a bowzer (large tank) on a trailer. If the bowzer is grounded to the trailer, it is grounded to the tow vehicle and fueling is as safe as fuelling your auto using acceptable methods. See some interesting videos on: U tube by just searching static electricity fuelling. Some things look dumb, but static electricity sparks come from the fuel moving through a nozzle, a vehicle rolling on a road, an aircraft flying or a silk blouse rubbing across a velour seat cover then touching the fuel nozzle or tank inlet.
For your towed aircraft, the trailer should be grounded to the towing vehicle but the aircraft may not be grounded to the trailer. If the aircraft is not grounded to the trailer, ground your aircraft to the trailer, then it is as safe as fuelling your auto can be.
If the mono trailer is used, the gear arm is in contact with the ramp which is a pretty good ground. However, the gear frame really does not attach to the outer skin anywhere to my knowledge as it bolts internally and the firewall contacts the frame, but is painted and inside the cowl. The engine is directly connected to the frame. A short ground strap to the tailpipe would be just the ticket. Many fliers use a wire cable attached to a hook and winch to pull the aircraft on the trailer, so the mono's rear wheel should suffice. Just put your hand on the gas station pump outside or nozzle, touch the metal trailer frame and then pull the nozzle and touch the cap ring and and you should have a neutral charge. This is probably what you are doing now and just don't realize it.
On my trailer for my trigear I have cables around the main gear disk brakes which strap down the aircraft to the floor and are grounded. However, I still fuel with the aircraft on the ground not on the trailer using a Jerry Can rather than with the plane on the trailer from the pump, which seems to be so popular in Europe.
Regards,
Bud
[quote] ---
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Roland
Joined: 30 Nov 2009
Posts: 334
Location: EDLE
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| Posted: Mon Jan 14, 2013 3:27 am Post subject: Re: Power loss and Inspecting comments |
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Hello Bud,
although much is going on in the discussion concerning fueling/grounding in the meantime I don't want to miss to thank you for answering my question in a detailed manner.
As you assumed, I do it the way you suggested it already - but it's peace of mind to have a confirmation.
Best wishes
Roland
PH-ZTI
XS Trigear 914
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