Today's Message Index:
----------------------
1. 01:21 AM - Re: Vent lines and the 914 (david MILNER)
2. 03:49 AM - Re: Over Voltage (Kingsley Hurst)
3. 06:04 AM - Resin pump for sale UK (Simon Smith)
4. 07:48 AM - Wiring Intercom/VHF Comm. (owner-europa-list-server@matronics.com)
5. 10:34 AM - Re: Wiring Intercom/VHF Comm. (Carl Pattinson)
6. 01:36 PM - Re: Arplast info please? Was prop balancing (+ Advert) (Duncan McFadyean)
7. 01:55 PM - Re: Arplast info please? Was prop balancing (+ Advert) (R.C.Harrison)
8. 02:25 PM - Re: Over Voltage (Jan de Jong)
9. 04:12 PM - capacitors across Rotax 914 fuel pumps? (D Wysong)
10. 04:59 PM - Re: Wiring Intercom/VHF Comm. (MJKTuck@cs.com)
11. 05:26 PM - Re: capacitors across Rotax 914 fuel pumps? (Tony Krzyzewski)
Message 1
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| Subject: | Re: Vent lines and the 914 |
--> Europa-List message posted by: "david MILNER" <dave@wmilner.fsnet.co.uk>
Erich,
It is normal in automotive practice to vent the crankcase to the carb side
of the air filtern not the atmospheric side.
This prevents contamination of the air filter. Some points to bear in mind
:- Oil vapour through the carb effectivley
reduces the octane rating of the fuel so is best avoided if possible.
Performance auto engines use a catch tank.
Heavy breathing of an engine may indicate excessive wear in the cylinder
bore/ pison rings. Maybe a compression check
might be in order, this assumes your engine is past the "running in" stage.
Regards
Dave Milner
Classic mono
----- Original Message -----
From: "Erich Trombley" <erichdtrombley@juno.com>
Subject: Europa-List: Vent lines and the 914
> --> Europa-List message posted by: "Erich Trombley"
<erichdtrombley@juno.com>
>
>
> Can anyone flying with the 914 tell me if they have routed their vent
lines from
> the Oil sump and air box so that they terminate just above the air filter?
I
> have seen a picture of this somewhere and was wondering if this has worked
well.
> I seem to get quite a bit of oil collecting on the belly of the plane and
have
> traced it to the vent lines. I was hoping that by rerouting the lines to
the
> air filter, thus allowing the oil to be consumed by the engine would
mitigate
> the problem. Any thoughts? My only real concern is contaminating the air
> filter with engine oil.
>
> Kind regards,
>
> Erich Trombley
> N28ET
> Classic Mono - 914
>
>
> Now includes pop-up blocker!
> Only $14.95/month -visit http://www.juno.com/surf to sign up today!
>
>
Message 2
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| Subject: | Re: Over Voltage |
--> Europa-List message posted by: "Kingsley Hurst" <hurstkr@growzone.com.au>
Troy,
> I have been wondering if an over voltage protection circuit is widely used
> in the Europa community.
I expect Nigel Charles may answer this query but there is a PFA approved mod
on the Europa Club website describing crowbar OV protection for both field
excited alternators and dynamos. Both are treated differently.
> I have been recently reading on the Aeroelectric forum of the ups and
> downs of it, as well as competing designs.
The OV protection / Load Dump scenario that has been discussed on the A.E.
list for ages now pertains only to field excitable alternators and
especially to those with internal regulators. Dynamo type alternators like
the one on the Rotax don't have the same characteristics and the shorting
out to ground of the buss during an OV event does not have the same affect
on the output of the dynamo as does on the set-up with the automotive type
alternators.
As far as I can ascertain, it should be perfectly safe to use the crowbar
mod if you are using the standard Rotax alternator. I am taking the plunge
anyway.
Regs
Kingsley Hurst
Mono Classic 281 in Oz
Message 3
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| Subject: | Resin pump for sale UK |
--> Europa-List message posted by: "Simon Smith" <jodel@nildram.co.uk>
Hi all,
Second hand Resin Pump available in Scotland. Happy to post at cost.
Offers to jodel@nildram.co.uk
Thanks
Simon
Europa504 G-BZTN
Do not archive.
Message 4
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| Subject: | Wiring Intercom/VHF Comm. |
--> Europa-List message posted by:
Hi all.
I have ended up in a corner in my futile attempt to connect my PM1000 Intercom
to the radio/aircraft systems. The wiring diagram for the Intercom is clear enough,
but the diagram for my ICOM -A200 is at a loss to describe "Phone Hi" or
"Phone Lo" - or "Mic Audio Lo"/"Mic Audio Hi" on the Molex connector. For example,
Pin # 17 on the PM1000 should be connected to "AUX Headphone Jack" and branched
to "Aircraft Radio Phone Hi" - while pin # 4 should go to the same jack
and branched to " Aircraft Radio Phone Lo".
During my search I contacted Icom's technical support, but to no
avail, they were not able to answer my queeries. Thus my humble question to the
knowledgeable among you: Which pins on the ICOM Molex Connector should be used
for these wires?
Cheers,
Hans. #334 in Norway. hansjd@online.no
Message 5
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| Subject: | Re: Wiring Intercom/VHF Comm. |
--> Europa-List message posted by: "Carl Pattinson" <carl@flyers.freeserve.co.uk>
Silly question perhaps but why did you not decide to use the built in
intercom that the IC200 has.
I have the wiring disgrams and will look at it if you like but suspect they
will be the same as yours.
For reasons I wont go into on the board I am now wanting to install a
separate intercom so any information you can get would be of interest.
BTW who is your intercom made by.
----- Original Message -----
From: <owner-europa-list-server@matronics.com>
Subject: Europa-List: Wiring Intercom/VHF Comm.
> --> Europa-List message posted by:
>
> Hi all.
>
> I have ended up in a corner in my futile attempt to connect my PM1000
> Intercom to the radio/aircraft systems. The wiring diagram for the
> Intercom is clear enough, but the diagram for my ICOM -A200 is at a loss
> to describe "Phone Hi" or "Phone Lo" - or "Mic Audio Lo"/"Mic Audio Hi" on
> the Molex connector. For example, Pin # 17 on the PM1000 should be
> connected to "AUX Headphone Jack" and branched to "Aircraft Radio Phone
> Hi" - while pin # 4 should go to the same jack and branched to " Aircraft
> Radio Phone Lo".
>
> During my search I contacted Icom's technical support, but to no
> avail, they were not able to answer my queeries. Thus my humble question
> to the knowledgeable among you: Which pins on the ICOM Molex Connector
> should be used for these wires?
>
> Cheers,
> Hans. #334 in Norway. hansjd@online.no
>
>
>
Message 6
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| Subject: | Re: Arplast info please? Was prop balancing (+ Advert) |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
As regards the Woodcomp (nee Kremen), performance data is shown at:
http://www.sebestair.de/sebnav/frameset_prop.htm
However, the cruise speed of the Europa puts the operating point way off to
the top right of the diagram, well beyond the range of data presented. Of
course, with the eye-of-faith one can project ruthlessly the data, but to
any conclusion you like!
It does perhaps show that the original design was meant for slower aircraft.
However, users of the prop in the UK report good results; don't they Bryan?
Bryan??
Duncan McF.
----- Original Message -----
From: "Fred R. Klein" <fklein@orcasonline.com>
Subject: Re: Europa-List: Arplast info please? Was prop balancing (+ Advert)
> --> Europa-List message posted by: "Fred R. Klein"
<fklein@orcasonline.com>
>
> Brian,
>
> I forward the following info on Arplast props plus some of the info I've
> uncovered in my own prop qwest:
>
> >> - Jerry Davis @ Lyndhurst Touchdown Services, reps for Arplast
Propellers:
>
> >> this unit is being used in several Europas; blade profiles & twist
unknown.
> >> PV50 propellers are designed for use on experimental and similar
aircraft.
> >> They are not certified. There are around 250 propellers fitted to 912,
912S
> >> and 914 engines. We now offer a constant speed controller designed and
> >> manufactured in the UK. Prices are as follows:
> >>
> >> Propeller less controller is 2700 Euros $3500
> >> Paint option 130 Euros $170
> >> Standard controller is 150 Euros $195
> >> Constant Speed controllers is 475 Pounds $880
> >> Optional manifold pressure sensor is 55 Pounds $100
> >>
> >> All plus shipping. Prices in dollars are approximate. For a CS version
with
> >> MAP sensor and black blades price would be around $4480 + shipping.
> >>
> >> Propellers are available in Black, Red, White and Grey. For the non
black
> >> props the backs of the blades are painted matt black with an aerosol.
This
> >> matt black is not very durable so for the paint option extra the back
of the
> >> blade can be painted in a two pack Satin black polyurethane paint which
is
> >> durable. The black blades do not require this option.
> >
> >> best regards Jerry Davis
> >>
> >> Managing Director
> >> Lyndhurst Touchdown Services Ltd
> >> jerry@ban-bi.com
>
> My decision on propellers (as yet undetermined) is being influenced by
some
> info and concern about blade design which I share as follows:
>
> > - THE WARPDRIVE BLADES
> >
> > The WarpDrive blade is a quality product w/ many fine characteristics;
> > however, it suffers in a high-cruise-speed situation. All WarpDrive
blades are
> > from the same mold and blade length is varied by trimming. Consequently,
> > for a given application, it is not possible to optomise and provide the
> > correct amount of blade area, disc area, pitch, pitch distribution etc,
etc.
> > The design was optimised for 72" to 84" prop diameters, engines in the
80-100
> > hp range, flying at 100-125 mph cruise speeds. At full length the blades
have
> > a twist of 20 degrees; when cut down for the 64" dia. Europa
application, the
> > blade twist reduces to 13 degrees.
> >
> > - quote from Glenn Crowder, Europa pilot, Golden, CO
> >
> >> The twist is important on your application because as you approach the
fast
> >> part of the flight envelope, the inboard sections of the prop begin to
go
> >> into beta mode. This means the air is being accelerated over the lower
> >> camber faster than over the upper camber, essentially making reverse
thrust
> >> (or at least making enough drag to be the main factor in acheiving
> >> equilibium - no more acceleration). For airplanes in the 135 mph
> >> range, a proper design might have about 40 - 50 degrees of twist from
the
> >> tip to the most inboard definable sections. A Warp, at 64" has about 13
> >> degrees. So, the lack of twist on the Warp and the resulting drag on
the
> >> inboard stations is certainly slowing you down but there is NO off the
shelf
> >> design out there yet that can well accomodate your plane.
> >
> > - quote from Stuart Gort, President, PowerFin Props
> >
>
> I queried Airmaster in this regard as follows:
> >
> >> Hi Martin,
> >>
> >> As I've proceeded w/ various threads of enquiry as to prop selection
for my
> >> Europa XS mono, I've been given some disappointing comments about the
Warp
> >> Drive blades; namely, that they have insufficient twist which imparts
> >> negative
> >> thrust along the inner portions of the blades when the pitch controller
sets
> >> the coarse pitch for max. efficiency and fuel economy (i.e., min.
propeller
> >> rpm) in the higher speed ranges.
> >>
> >> One Europa flyer/owner claims that this drawback of the Warp Drive
blades was
> >> evident when he switched to a fixed pitch, 3 bladed, 64 x 62 wood prop
and
> >> achieved a 20 mph increase in speed at cruise, other conditions being
equal.
> >> (This example did not involve the Airmaster hub, but rather an NSI hub
w/ WD
> >> blades).
> >>
> >> Do you think this is a fair criticism of the Warp Drive blades?..and,
if so,
> >> was it something you considered and felt you could live with given the
other
> >> excellent characteristics of the WD blades?
> >>
> >> Fred
> >>
> >> - hoping to achieve the Europa-advertised 200 mph!
> >
>
> I received the following response from Airmaster:
>
>
> >> Dear Mr Klein
> >>
> >> The issue of blade design is an interesting one and I am sure you will
find
> >> a variety of opinions on it.
> >>
> >> I do not doubt that the WD design could be improved apon if sufficient
> >> knowledge and money was applied to it. However the performance from
them is
> >> not as bad as you may have been told.
> >>
> >> I know that Europa have always favoured the WD blades even when they
had
> >> many other types to choose from. I would question the ability of a
fixed
> >> pitch prop to gain 20 mph over the Airmaster.
> >>
> >> Tests we conducted with Europa USA using a monowheel 914 with the
Airmaster
> >> compared to a Whirlwind 2 blade. The two blade was designed
specifically to
> >> compete on the Europa and so should be as good as it gets.
> >>
> >> There was no reported difference between the two at sea level up to
5000 ft
> >> (where most of your flying is done) and a few knots at 15000ft due to
the
> >> Whirlwinds comparatively large blades.
> >>
> >> In all other regards the WD have been outstanding in terms of
reliability
> >> and wear.
> >>
> >> We may test other blades in the future but for the present we have been
> >> asked to stick with Warpdrive.
> >>
> >> Regards
> >> Martin Eskildsen
> >> General Manager
> >>
> >> Airmaster Propellers Ltd
>
> Brian...I believe but cannot confirm that the twist in the blade design on
> the Arplast prop is greater than that of the WarpDrive blade.
>
> Fred
> A194
>
> on 3/15/05 12:36 PM, EuropaXSA276@aol.com at EuropaXSA276@aol.com wrote:
>
> > --> Europa-List message posted by: EuropaXSA276@aol.com
> >
> > In a message dated 3/15/2005 1:02:25 AM Central Standard Time,
> > combined.merchants@virgin.net writes:
> > I then changed my prop for an Arplast PV50 VP prop and the
> > vibration was much worse, so I had a go at dynamically balancing it by
trial
> > and error by placing washers under the spinner screws and judging
whether
> > Hi William:
> > Where can I find information on this Arplast PV50 VP? I just Googled it
and
> > all that really turns up are Europa related sites. It appears that a
number of
> > Europas may have this baby installed. Is this a 3 blade design?
Electric?
> >
> > Seeking Europa XS performance information when bolted to a 912ULS.
> >
> > Happy trails.
> >
> > Brian Skelly
> > Texas
>
>
Message 7
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| Subject: | Arplast info please? Was prop balancing (+ Advert) |
--> Europa-List message posted by: "R.C.Harrison" <ptag.dev@tiscali.co.uk>
Hi! Duncan
No good calling for Bryan Allsop he's in Florida somewhere trying to use
his phone on e-mail and as tour co-ordinator can't get the Baltics Trip
dates right !
However David Joyce with his 914 will be a better reference point on the
Woodcomp/Kremen experiences. I know he won't have a word said against it
and as for fast cruise ..... I'll say no more !
Regards
Bob Harrison G-PTAG
Do not archive.
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Duncan
McFadyean
Subject: Re: Europa-List: Arplast info please? Was prop balancing (+
Advert)
--> Europa-List message posted by: "Duncan McFadyean"
<ami@mcfadyean.freeserve.co.uk>
As regards the Woodcomp (nee Kremen), performance data is shown at:
http://www.sebestair.de/sebnav/frameset_prop.htm
However, the cruise speed of the Europa puts the operating point way off
to
the top right of the diagram, well beyond the range of data presented.
Of
course, with the eye-of-faith one can project ruthlessly the data, but
to
any conclusion you like!
It does perhaps show that the original design was meant for slower
aircraft.
However, users of the prop in the UK report good results; don't they
Bryan?
Bryan??
Duncan McF.
----- Original Message -----
From: "Fred R. Klein" <fklein@orcasonline.com>
Subject: Re: Europa-List: Arplast info please? Was prop balancing (+
Advert)
> --> Europa-List message posted by: "Fred R. Klein"
<fklein@orcasonline.com>
>
> Brian,
>
> I forward the following info on Arplast props plus some of the info
I've
> uncovered in my own prop qwest:
>
> >> - Jerry Davis @ Lyndhurst Touchdown Services, reps for Arplast
Propellers:
>
> >> this unit is being used in several Europas; blade profiles & twist
unknown.
> >> PV50 propellers are designed for use on experimental and similar
aircraft.
> >> They are not certified. There are around 250 propellers fitted to
912,
912S
> >> and 914 engines. We now offer a constant speed controller designed
and
> >> manufactured in the UK. Prices are as follows:
> >>
> >> Propeller less controller is 2700 Euros
$3500
> >> Paint option 130 Euros
$170
> >> Standard controller is 150 Euros
$195
> >> Constant Speed controllers is 475 Pounds
$880
> >> Optional manifold pressure sensor is 55 Pounds
$100
> >>
> >> All plus shipping. Prices in dollars are approximate. For a CS
version
with
> >> MAP sensor and black blades price would be around $4480 + shipping.
> >>
> >> Propellers are available in Black, Red, White and Grey. For the non
black
> >> props the backs of the blades are painted matt black with an
aerosol.
This
> >> matt black is not very durable so for the paint option extra the
back
of the
> >> blade can be painted in a two pack Satin black polyurethane paint
which
is
> >> durable. The black blades do not require this option.
> >
> >> best regards Jerry Davis
> >>
> >> Managing Director
> >> Lyndhurst Touchdown Services Ltd
> >> jerry@ban-bi.com
>
> My decision on propellers (as yet undetermined) is being influenced by
some
> info and concern about blade design which I share as follows:
>
> > - THE WARPDRIVE BLADES
> >
> > The WarpDrive blade is a quality product w/ many fine
characteristics;
> > however, it suffers in a high-cruise-speed situation. All WarpDrive
blades are
> > from the same mold and blade length is varied by trimming.
Consequently,
> > for a given application, it is not possible to optomise and provide
the
> > correct amount of blade area, disc area, pitch, pitch distribution
etc,
etc.
> > The design was optimised for 72" to 84" prop diameters, engines in
the
80-100
> > hp range, flying at 100-125 mph cruise speeds. At full length the
blades
have
> > a twist of 20 degrees; when cut down for the 64" dia. Europa
application, the
> > blade twist reduces to 13 degrees.
> >
> > - quote from Glenn Crowder, Europa pilot, Golden, CO
> >
> >> The twist is important on your application because as you approach
the
fast
> >> part of the flight envelope, the inboard sections of the prop begin
to
go
> >> into beta mode. This means the air is being accelerated over the
lower
> >> camber faster than over the upper camber, essentially making
reverse
thrust
> >> (or at least making enough drag to be the main factor in acheiving
> >> equilibium - no more acceleration). For airplanes in the 135 mph
> >> range, a proper design might have about 40 - 50 degrees of twist
from
the
> >> tip to the most inboard definable sections. A Warp, at 64" has
about 13
> >> degrees. So, the lack of twist on the Warp and the resulting drag
on
the
> >> inboard stations is certainly slowing you down but there is NO off
the
shelf
> >> design out there yet that can well accomodate your plane.
> >
> > - quote from Stuart Gort, President, PowerFin Props
> >
>
> I queried Airmaster in this regard as follows:
> >
> >> Hi Martin,
> >>
> >> As I've proceeded w/ various threads of enquiry as to prop
selection
for my
> >> Europa XS mono, I've been given some disappointing comments about
the
Warp
> >> Drive blades; namely, that they have insufficient twist which
imparts
> >> negative
> >> thrust along the inner portions of the blades when the pitch
controller
sets
> >> the coarse pitch for max. efficiency and fuel economy (i.e., min.
propeller
> >> rpm) in the higher speed ranges.
> >>
> >> One Europa flyer/owner claims that this drawback of the Warp Drive
blades was
> >> evident when he switched to a fixed pitch, 3 bladed, 64 x 62 wood
prop
and
> >> achieved a 20 mph increase in speed at cruise, other conditions
being
equal.
> >> (This example did not involve the Airmaster hub, but rather an NSI
hub
w/ WD
> >> blades).
> >>
> >> Do you think this is a fair criticism of the Warp Drive
blades?..and,
if so,
> >> was it something you considered and felt you could live with given
the
other
> >> excellent characteristics of the WD blades?
> >>
> >> Fred
> >>
> >> - hoping to achieve the Europa-advertised 200 mph!
> >
>
> I received the following response from Airmaster:
>
>
> >> Dear Mr Klein
> >>
> >> The issue of blade design is an interesting one and I am sure you
will
find
> >> a variety of opinions on it.
> >>
> >> I do not doubt that the WD design could be improved apon if
sufficient
> >> knowledge and money was applied to it. However the performance
from
them is
> >> not as bad as you may have been told.
> >>
> >> I know that Europa have always favoured the WD blades even when
they
had
> >> many other types to choose from. I would question the ability of a
fixed
> >> pitch prop to gain 20 mph over the Airmaster.
> >>
> >> Tests we conducted with Europa USA using a monowheel 914 with the
Airmaster
> >> compared to a Whirlwind 2 blade. The two blade was designed
specifically to
> >> compete on the Europa and so should be as good as it gets.
> >>
> >> There was no reported difference between the two at sea level up to
5000 ft
> >> (where most of your flying is done) and a few knots at 15000ft due
to
the
> >> Whirlwinds comparatively large blades.
> >>
> >> In all other regards the WD have been outstanding in terms of
reliability
> >> and wear.
> >>
> >> We may test other blades in the future but for the present we have
been
> >> asked to stick with Warpdrive.
> >>
> >> Regards
> >> Martin Eskildsen
> >> General Manager
> >>
> >> Airmaster Propellers Ltd
>
> Brian...I believe but cannot confirm that the twist in the blade
design on
> the Arplast prop is greater than that of the WarpDrive blade.
>
> Fred
> A194
>
> on 3/15/05 12:36 PM, EuropaXSA276@aol.com at EuropaXSA276@aol.com
wrote:
>
> > --> Europa-List message posted by: EuropaXSA276@aol.com
> >
> > In a message dated 3/15/2005 1:02:25 AM Central Standard Time,
> > combined.merchants@virgin.net writes:
> > I then changed my prop for an Arplast PV50 VP prop and the
> > vibration was much worse, so I had a go at dynamically balancing it
by
trial
> > and error by placing washers under the spinner screws and judging
whether
> > Hi William:
> > Where can I find information on this Arplast PV50 VP? I just
Googled it
and
> > all that really turns up are Europa related sites. It appears that a
number of
> > Europas may have this baby installed. Is this a 3 blade design?
Electric?
> >
> > Seeking Europa XS performance information when bolted to a 912ULS.
> >
> > Happy trails.
> >
> > Brian Skelly
> > Texas
>
>
Message 8
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| Subject: | Re: Over Voltage |
--> Europa-List message posted by: Jan de Jong <jan.de.jong@xs4all.nl>
>
>
>Could one just forget all this and depend on the fuses in the diagram as per
>Europa?
>
This has been discussed here before, I think.
The regulator failing, sometimes regularly, was reported by several people.
Overvoltage seems to be rare. There was a report of an overvoltage
crowbar being triggered if I am not mistaken, but I don't think there
has been a report of an unprotected overvoltage fault.
The peak-to-peak no-load voltage available at high rpm is close to 100V.
More likely is an unprotected end result in the area of 30-35V with a
45-50V peak-to-peak ripple (effective ac, bridge rectified, at high rpm)
and only when the battery has given up and the capacitor has popped. An
RG battery is supposed to boil dry and develop very high internal
resistance which keeps it from melting its case I understand. But that
may take a while using only 250W and who knows by what trajectory the
voltage develops towards the end result.
How much time there is if/when an OV fault occurs, which would depend on
the state of the battery, has not been tested as far as I know.
Bob Nuckols thinks OV protection is necessary. In the absence of
evidence to the contrary I will go with that (probably using Eric Jones'
device).
The alternative is a "loud" OV warning and quick human action.
And one should always have a "loud" low-voltage warning too ofcourse.
All still theory for me though. I better get back to my wings.
Jan de Jong
461
Message 9
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| Subject: | capacitors across Rotax 914 fuel pumps? |
--> Europa-List message posted by: D Wysong <hdwysong@gmail.com>
Did any of your 914 drivers install capacitors across your fuel pump
leads as shown on P.75 of the installation manual (05/10/1996 rev). If
so, what size... and why?
Thanks for any info you can provide.
D Wysong
Message 10
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| Subject: | Re: Wiring Intercom/VHF Comm. |
--> Europa-List message posted by: MJKTuck@cs.com
Hi Hans,
I've just finished wiring up an Icom A-200 in my panel and hooked it to a
Flightcom 403mc intercom - mainly because I've heard the A-200 inbuilt intercom
and specifically the auto-squelch doesn't work too well. My A-200 instructions
don't mention Mic Audio Lo or even Pin 17 (my Molex is denoted using letters
and numbers - 15 being max). Assuming all A-200's are the same I'll send you a
.PDF of my instructions (tomorrow) as it is all very clear and you can at
least compare.
I'm turning mine on for the first time tonight so I can only assume it is
going to all work at this point.
Regards,
Martin Tuck
N152MT
Wichita, Kansas
Message 11
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| Subject: | capacitors across Rotax 914 fuel pumps? |
Received-SPF: none
--> Europa-List message posted by: "Tony Krzyzewski" <tonyk@kaon.co.nz>
Yes.
0.1uF ... They stop electrical noise from the brushes. It's a standard
technique used on model railway loco's!
Tony
============================================
Tony S Krzyzewski Managing Director
Ph +64 9 274 1590 Kaon Technologies Ltd
Fx +64 9 274 1593 PO Box 58521
Cell 021 921 988 Greenmount
tonyk@kaon.co.nz Auckland NZ
============================================
============================================
Check out the new Fluke Etherscope handheld network monitor and test
unit at
www.flukenetworks.com
============================================
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of D Wysong
Subject: Europa-List: capacitors across Rotax 914 fuel pumps?
--> Europa-List message posted by: D Wysong <hdwysong@gmail.com>
Did any of your 914 drivers install capacitors across your fuel pump
leads as shown on P.75 of the installation manual (05/10/1996 rev). If
so, what size... and why?
Thanks for any info you can provide.
D Wysong
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