Today's Message Index:
----------------------
1. 12:40 AM - Re: Voltage Regulator Problem? (R Holder)
2. 01:18 AM - Re: Voltage Regulator Problem? (simon.nash1)
3. 01:41 AM - Re: Voltage Regulator Problem? (Gerry Holland)
4. 04:53 AM - Re: Your 914 Rectifier problem (David Joyce)
5. 05:57 AM - Re: Voltage Regulator Failure (David Joyce)
6. 06:04 AM - tailwheel deflection (Graham Singleton)
7. 10:06 AM - Re: Fuel Injected Rotaxs (Terry Seaver (terrys))
8. 10:36 AM - Re: tailwheel deflection (DuaneFamly@aol.com)
9. 11:57 AM - Re: Fuel Injected Rotaxs (david MILNER)
10. 02:15 PM - Re: Re: Your 914 Rectifier problem (Duncan McFadyean)
11. 03:17 PM - Re: Fuel Injected Rotaxs (Duncan McFadyean)
12. 03:44 PM - Re: Re: Your 914 Rectifier problem (David Joyce)
13. 04:15 PM - Re: Re: Your 914 Rectifier problem (Duncan McFadyean)
14. 07:17 PM - Attaching tailwheel fork (danbish)
15. 07:17 PM - Trim indication when transmitting (Gavin & Anne)
16. 07:49 PM - Re: Attaching tailwheel fork (SteveD)
17. 09:41 PM - Where to get epoxy Mixing cups? (Ronald J. Parigoris)
18. 11:50 PM - Re: Trim indication when transmitting (NevEyre@aol.com)
Message 1
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Subject: | Re: Voltage Regulator Problem? |
--> Europa-List message posted by: R Holder <rholder@avnet.co.uk>
> The last two or three times I have gone flying I have
> experienced a problem with the 5A ALT FIELD circuit
> breaker popping. The solution at first seemed easy just
> push it back in and all is well. It occurs usually at
> start up soon after I turn on the radio panel circuit.
>
> A couple of flights ago it popped a couple more times
> in the cruise and I reset it with no further problems.
>
> Yesterday however it popped quite a number of times (5
> or 6) and only settled down after I had turned the
> radio master off and back on again. I don't see how
> turning the radios off would affect the ALT circuit
> breaker except I suppose they use the most load.
>
> Looking at the circuit the breaker is located between
> output C on the voltage regulator and the main power
> bus (and thus the battery positive). Very simple.
>
> The only thing I can think of is that the voltage
> regulator is spiking at more than 5 amps until it
> 'warms up' or reaches some kind of battery charged
> point after the battery has been used after start
> (although the engine typically fires after just a few
> turns).
>
> Any ideas and/or solutions as to what the problem might
> be would be appreciated. I would like to trouble shoot
> before replacing the regulator but do not want to
> remove the panel unless I really have to.
Maybe I am being thick but no-one else has said anything.
On my 912S there is no ALT field circuit let alone a
breaker for the ALT field circuit. I have just the
standard Rotax alternator - not any add-on.
So my question is - in which circuit is your breaker ? If
it is in the main feed from the regulator back to your
plus buss then you need a 25A breaker not a 5 A breaker !
The Europa circuit diagram shows this as a 30A slow blow
fuse between the B terminal on the regulator and the buss.
The alternator has two (screened) wires going to it. They
go to the G terminals on the regulator and are AC. No
field cable.
Now I have read your email again and I see that you
answered my question. Your breaker needs to be 25A. The R
+B and C terminals on the regulator are all connected
together. That location is NOT an ALT field circuit !
So, in conclusion I don't think I am being thick !
Remember breakers do not trip the instant that the quoted
rating is exceeded. They normally are rated to trip in x
seconds at three times the load, and y seconds at twice
the load ... etc.
Richard
Europa tri-Gear G-OWWW High Cross
Willing to be shot down if someone knows differently (and
can argue their case !)
Message 2
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Subject: | Re: Voltage Regulator Problem? |
--> Europa-List message posted by: "simon.nash1" <simon.nash1@btconnect.com>
Hi Martin,
I suspect that the c/b should be 25A not 5A, I would
suggest that you take a look at the wiring diagram in the
manual page 25-11.
Reagrds
Simon
----- Original Message Follows -----
From: MJKTuck@cs.com
Subject: Europa-List: Voltage Regulator Problem?
>
> --> Europa-List message posted by: MJKTuck@cs.com
>
> Hi Folks,
>
> The last two or three times I have gone flying I have
> experienced a problem with the 5A ALT FIELD circuit
> breaker popping. The solution at first seemed easy just
> push it back in and all is well. It occurs usually at
> start up soon after I turn on the radio panel circuit.
>
> A couple of flights ago it popped a couple more times in
> the cruise and I reset it with no further problems.
>
> Yesterday however it popped quite a number of times (5 or
> 6) and only settled down after I had turned the radio
> master off and back on again. I don't see how turning the
> radios off would affect the ALT circuit breaker except I
> suppose they use the most load.
>
> Looking at the circuit the breaker is located between
> output C on the voltage regulator and the main power bus
> (and thus the battery positive). Very simple.
>
> The only thing I can think of is that the voltage
> regulator is spiking at more than 5 amps until it 'warms
> up' or reaches some kind of battery charged point after
> the battery has been used after start (although the engine
> typically fires after just a few turns).
>
> Any ideas and/or solutions as to what the problem might be
> would be appreciated. I would like to trouble shoot
> before replacing the regulator but do not want to remove
> the panel unless I really have to.
>
> P.S I usually turn on (both) the split master/alt switch -
> perhaps I should only turn on the alternator after engine
> start? I have close to 200 hours flying time on the
> aircraft so again this is a doubtful cause.
>
> Regards,
> Martin Tuck
> Europa N152MT
> Wichita, Kansas
>
>
> ====
>
>
>
>
>
Message 3
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Subject: | Re: Voltage Regulator Problem? |
--> Europa-List message posted by: Gerry Holland <gholland@gemini-resourcing.com>
> I suspect that the c/b should be 25A not 5A, I would
> suggest that you take a look at the wiring diagram in the
> manual page 25-11.
The 5 Amp Circuit Breaker could be part of the Crowbar Circuit.
Gerry
Message 4
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Subject: | Re: Your 914 Rectifier problem |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Mark, That is very helpful. What you describe with your voltmeter fits in
exactly with my ammeter findings. I will replace the regulator and expect to
cure the problem. In our situation we could measure the drain on the
battery, and having turned off everything except the radio and the fuel pump
this amounted to 3 amps with a topped up 16 amp/hours battery I reckoned
this gave us 5 hrs flying probably and certainly at least enough time to
complete a 20 min sea crossing. I am copying this to the list as I suspect
we won't be the last to have such a problem.
Regards, David
---- Original Message -----
From: "Mark Chetwynd-Talbot" <markt@avnet.co.uk>
Subject: Your 914 Rectifier problem
Dear David, (Replying off list)
I have been flying my 914 Trigear for about 200 hours over about 5
years. (Not much.) I recently had what sounds like exactly the same
problem as you describe. In my case I only have a voltmeter and I
noticed during a 1 hour trip from Wiltshire to North Yorks that the
reading started to fall below 12 volts. Over a period of about 30
minutes it continued to fall and I started to switch a few things off. I
really wanted to try to establish what was happening and I was not
particularly worried about possibly having to divert etc. It seemed that
for some reason the battery was no longer being charged. Then items like
the Skymap cut out when the voltage fell below 10 volts. The radio
signal became weak and distorted and the transponder ceased to function.
By the time I reached my destination (Wombleton) the flaps would only
come down extremely slowly!
As I had only very recently replaced the battery I asked Nev what he
thought was the likely problem. Without hesitation he said it was almost
certainly the regulator, which apparently has a reputation for
unreliability. We replaced it with a new one from Skydrive and
everything was right immediately.
Nev believes that the regulator probably gets 'cooked' if it is mounted
where mine is on the firewall. He is going to make up a new loom so that
we can move it to a position where it can be blasted with cool air near
the oil cooler.
It was not pleasant watching the volts dribbling away, I must admit. And
I was very glad that I was not on a long sea crossing! What I really
wanted to know - but did not discover - was the point at which the fuel
pump would cease to function!
Good luck.
Mark
Doctors.net.uk e-mail is protected from spam and viruses
Doctors.net.uk - the network of 114,000 UK doctors
Message 5
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Subject: | Re: Voltage Regulator Failure |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Hi, Many thanks for your helpful reply. As you will see, various other
replies have encouraged me to think it is the regulator and as I am pressed
for time before setting off to the Continent again on Saturday I am going
forthe simple expedient of replacing it. If I can find someone to test the
offending item I will let you know the outcome, or indeed I would happily
post it to you!
Regards, David
----- Original Message -----
From: "D Wysong" <hdwysong@gmail.com>
>
> Hello David -
>
> I posted your issue on the Aeroelectric list to see what they'd say
> about it. The Rotax 914 regulator/rectifier has been discussed over
> there before, although I have yet to see much in the way of failure
> modes. The only recommendations I've seen are "keep it cool" and
> "don't load it over 12 Amps." Anyhow, here are Bob Nuckolls'
> comments:
>
> "The charging system could become intermittent either because
> of some condition inside the regulator/rectifier -OR- wiring
> external to the regulator that carries output power or control
> signals to the regulator.
>
> Sounds like it's consistent enough to instrument and go catch
> the problem during a test flight. I'd look at AC voltage into
> the regulator, DC voltage out of the regulator, control voltage(s)
> to the regulator and bus voltage in addition to what appears
> to be the battery ammeter.
>
> Observations taken on these readings during a 'brown out' will
> be important clues as to how one would proceed.
>
> Bob . . ."
>
> As a potential 914 user and someone that has been looking for a
> suitable replacement for the Ducati regulator/rectifier I'd certainly
> be interested in your findings.
>
> Happy hunting!
>
> D Wysong
Message 6
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Subject: | tailwheel deflection |
--> Europa-List message posted by: Graham Singleton <graham@gflight.f9.co.uk>
From: DuaneFamly@aol.com
Subject: Re: Europa-List: Re: Europa-List Digest: 17 Msgs - 06/11/05
--> Europa-List message posted by: DuaneFamly@aol.com
Graham,
I noticed the limiting being done by the tailwheel horn, so I temporarily
removed it to check "full" deflection. I figure to exceed the called for
deflection and then use the filing of the tailwheel horn bring it in to spec.
But
I'm still working on the "full" deflection so far.
Mike
you should use the bellcrank stops to limit rudder travel, otherwise you are putting
extra loads on the hinge, flanges and rudder. Cable loads can be very high
because of the leverage.
Graham
Message 7
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Subject: | Fuel Injected Rotaxs |
--> Europa-List message posted by: "Terry Seaver (terrys)" <terrys@cisco.com>
Hi Karl,
I disagree on several points,
1) This small company is not inventing a fuel injection system, only
applying it to an application which cries out for it.
2) You somehow assume the stock Rotax is a well engineered and reliable
product, the exact opposite of my experience and opinions based on 4
years and 400 hours on a 912S. I can't imagine how this small company
could do any worse than Rotax did with these side draft carbs and fixed
timing ignition. The engine does its best to destroy itself with
violent shaking on every startup, shutdown, or when idling at the
recommended speed (1400 rpm).
Regards,
Terry Seaver
A135 / N135TD
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] On Behalf Of KARL HEINDL
Subject: Re: Europa-List: Fuel Injected Rotaxs
--> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
Paul,
I shouldn't have involved myself, as I don't have a clue about fuel
injections. Your BUTs are the relevant concerns. My common sense tells
me that all these claims, including all these car engine and diesel
alternatives should be treated with extreme caution. Something may be
proven to work on a test stand, but will it work under all flying
conditions, and for hundreds of hours without fail ? And will the
Company producing it still be around in ten year's time ?
Why do Companies like Bosch spend tens of millions developing injection
systems, and they are just for cars, when a couple of bright engineers
can do it in their workshop ?
RELIABILITY is more important than anything else. The 914 is already
complicated enough for an aircraft engine.
Karl do not archive
Message 8
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Subject: | Re: tailwheel deflection |
--> Europa-List message posted by: DuaneFamly@aol.com
Graham,
Good point. I didn't think of that. But I'll still try to get the full
deflection then install the limiting devices. I guess my CS29 may have to be moved
in order to get what is needed.
Do Not Archive
Mike Duane A207
Redding, California
XS Conventional Gear
Installing the rudder, re enforcing the door sills,
still mulling over the trim motor installation,
and working on hanging the instrument module.
Message 9
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Subject: | Re: Fuel Injected Rotaxs |
--> Europa-List message posted by: "david MILNER" <dave@wmilner.fsnet.co.uk>
Terry & Karl
I seem to recall that the factory were developing a BMW fuel injected engine
conversion for the Europa, I doubt if it had the luxury of
2 of everything (ecu, injectors etc), but had it proved succesful I am sure
many would be flying today.
It seems the fear of the unknown is part of the objection or scepticism of
fuel& ignition control by an ECU
1) Reliability, Millions of cars operate without redundancy of the system
just as your Rotax does
2) Efficiency, Variable ignition timing, fuel supply, altitude compensation
& temperature compensation according to prevailing conditions.
3) Problems, Different maps for the ECU would be required for different
fuels and I suspect different props
It's certain that fuel efficiency would improve as would starting as there
is a seperate map for starting and warm-up, altitude compensation would be
no problem as the MAP sensor can handle from absolute vacuum to plus 2 or 3
bar.
Even using a compromise map in the ECU would show considerable improvement
over " carbs and fixed ignition"
I am not saying the company you are talking about is the one with all the
answers just that ECU controlled ignition and fuelling is the way to go for
efficiency and
reliability.
Regards
Dave Milner
----- Original Message -----
From: "Terry Seaver (terrys)" <terrys@cisco.com>
Subject: RE: Europa-List: Fuel Injected Rotaxs
> --> Europa-List message posted by: "Terry Seaver (terrys)"
<terrys@cisco.com>
>
> Hi Karl,
>
> I disagree on several points,
>
> 1) This small company is not inventing a fuel injection system, only
> applying it to an application which cries out for it.
>
> 2) You somehow assume the stock Rotax is a well engineered and reliable
> product, the exact opposite of my experience and opinions based on 4
> years and 400 hours on a 912S. I can't imagine how this small company
> could do any worse than Rotax did with these side draft carbs and fixed
> timing ignition. The engine does its best to destroy itself with
> violent shaking on every startup, shutdown, or when idling at the
> recommended speed (1400 rpm).
>
> Regards,
> Terry Seaver
> A135 / N135TD
>
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of KARL HEINDL
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Fuel Injected Rotaxs
>
> --> Europa-List message posted by: "KARL HEINDL" <kheindl@msn.com>
>
>
> Paul,
>
> I shouldn't have involved myself, as I don't have a clue about fuel
> injections. Your BUTs are the relevant concerns. My common sense tells
> me that all these claims, including all these car engine and diesel
> alternatives should be treated with extreme caution. Something may be
> proven to work on a test stand, but will it work under all flying
> conditions, and for hundreds of hours without fail ? And will the
> Company producing it still be around in ten year's time ?
> Why do Companies like Bosch spend tens of millions developing injection
> systems, and they are just for cars, when a couple of bright engineers
> can do it in their workshop ?
> RELIABILITY is more important than anything else. The 914 is already
> complicated enough for an aircraft engine.
>
> Karl do not archive
>
>
Message 10
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Subject: | Re: Your 914 Rectifier problem |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
<< 3 amps with a topped up 16 amp/hours battery I reckoned
> this gave us 5 hrs flying >>
David,
This is a rather an optimistic calculation because:
1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at
higher rates there is progressively less capacity.
2.A brand new battery may have the full amp-hour capacity, but it is normal
to allow only 80% of this for a battery in good condition. "State of charge"
or terminal voltage is no indication of battery capacity.
If you want to be sure about the state of a battery at any one time then
you'd need an integrating ammeter, which keeps an account of amps-in an
amps-out, with presettable factors to allow for self discharge etc.
Regards,
Duncan.
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Subject: Europa-List: Re: Your 914 Rectifier problem
> --> Europa-List message posted by: "David Joyce"
> <davidjoyce@doctors.org.uk>
>
> Mark, That is very helpful. What you describe with your voltmeter fits in
> exactly with my ammeter findings. I will replace the regulator and expect
> to
> cure the problem. In our situation we could measure the drain on the
> battery, and having turned off everything except the radio and the fuel
> pump
> this amounted to 3 amps with a topped up 16 amp/hours battery I reckoned
> this gave us 5 hrs flying probably and certainly at least enough time to
> complete a 20 min sea crossing. I am copying this to the list as I suspect
> we won't be the last to have such a problem.
> Regards, David
Message 11
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Subject: | Re: Fuel Injected Rotaxs |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
Dave,
The Factory BMW indeed did not have two of everything, except that it did
have two independent power supplies (battery and alternator) and two fuel
pumps.
The failure rate of a single ECU (once past the "burn-in" period) is not
dissimilar to the failure rate of TWO magnetos together (the old type with
miles of frantically spinning wire).but it would be difficult to argue that
efi is significantly more reliable than carbs.
Fuel efficiency of efi (in the automotive world) is reckoned to be about 15%
better than carbs., but the use of efi on cars is driven more by meeting
emission targets than by economy or power.
However, the primary requirement of an aero engine is reliability (ahead of
economy, power, lightness etc).
Different props would make no difference as most efi systems operate on the
alpha-n principle, which effectively measures engine load.
The technology already exists for providing automatic detection and
adjustment for different fuels and most efi ECUs have spare capacity for
additional maps; it would be a 'simple' matter to include this.
As regards the efi offering for the Rotax, my view is that the injection
would work reasonably well. But I don't think I'd want to be trying it on a
914, which is already "boosted" in terms of power and has probably too many
additional variables for the simple EFI control system shown.
It's a pity that the offered system misses an opportunity to sort out the
poor distribution characteristics of the stock inlet manifolds. The use of
the stock manifolds is firstly likely to wrong-foot the batch-fired EFI
injectors into providing uneven fuelling (or in other words a compromise
mixture set-up that will have to be richer than it could have been, and
therefore give away some of the likely efficiency gains) and secondly there
is power to be had in shorter lengths of independent manifolding all meeting
together in a common plenum located centrally on the top of the engine (see
Honda Goldwing, from which the 912 design probably borrowed heavily),
although the 'tame' valve timing on the 912 does not make the engine
'pipe-sensitive'.
Note also that the earlier 912s had alternate drilled and tapped bolt holes
at the cylinder head inlet manifold face that would allow such an
orientation of inlet manifold.
By the way, it was the same "starting problem" as experienced on some 912S's
that was the principal reason for the demise of the BMW project!
Rgds.,
Duncan McF.
----- Original Message -----
From: "david MILNER" <dave@wmilner.fsnet.co.uk>
Subject: Re: Europa-List: Fuel Injected Rotaxs
> --> Europa-List message posted by: "david MILNER"
> <dave@wmilner.fsnet.co.uk>
>
> Terry & Karl
> I seem to recall that the factory were developing a BMW fuel injected
> engine
> conversion for the Europa, I doubt if it had the luxury of
> 2 of everything (ecu, injectors etc), but had it proved succesful I am
> sure
> many would be flying today.
> It seems the fear of the unknown is part of the objection or scepticism of
> fuel& ignition control by an ECU
> 1) Reliability, Millions of cars operate without redundancy of the system
> just as your Rotax does
> 2) Efficiency, Variable ignition timing, fuel supply, altitude
> compensation
> & temperature compensation according to prevailing conditions.
> 3) Problems, Different maps for the ECU would be required for different
> fuels and I suspect different props
>
> It's certain that fuel efficiency would improve as would starting as there
> is a seperate map for starting and warm-up, altitude compensation would be
> no problem as the MAP sensor can handle from absolute vacuum to plus 2 or
> 3
> bar.
> Even using a compromise map in the ECU would show considerable improvement
> over " carbs and fixed ignition"
>
> I am not saying the company you are talking about is the one with all the
> answers just that ECU controlled ignition and fuelling is the way to go
> for
> efficiency and
> reliability.
> Regards
> Dave Milner
Message 12
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Subject: | Re: Your 914 Rectifier problem |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Duncan, Thanks for that. I wasn't planning of course to push my luck for
anything like 5 hrs. It was simply my starting position for working out
whether I could expect it to get across the shortish Dunkerque-Dover
crossing with pump and radio working. Does the 80% figure apply to pure
lead/gas recombinant batteries, which claim all sorts of qualities not
possessed by ordinary lead/acid batteries?
Regards, David----- Original Message -----
> --> Europa-List message posted by: "Duncan McFadyean"
<ami@mcfadyean.freeserve.co.uk>
>
> << 3 amps with a topped up 16 amp/hours battery I reckoned
> > this gave us 5 hrs flying >>
>
> David,
> This is a rather an optimistic calculation because:
> 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at
> higher rates there is progressively less capacity.
> 2.A brand new battery may have the full amp-hour capacity, but it is
normal
> to allow only 80% of this for a battery in good condition. "State of
charge"
> or terminal voltage is no indication of battery capacity.
>
> If you want to be sure about the state of a battery at any one time then
> you'd need an integrating ammeter, which keeps an account of amps-in an
> amps-out, with presettable factors to allow for self discharge etc.
>
> Regards,
> Duncan.
Message 13
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Subject: | Re: Your 914 Rectifier problem |
--> Europa-List message posted by: "Duncan McFadyean" <ami@mcfadyean.freeserve.co.uk>
<<Does the 80% figure apply to pure
> lead/gas recombinant batteries, >>
Yes, its a function of the chemistry rather than the physics of
construction. However,, the better type of battery would take longer to
degrade to 80% capacity, excepting that the 'regulations' (i.e. JAR design
codes) only allow 80% for the purpose of calculation.
Glad you made it across the Channel; I would have made the same decision!
Rgds.,
Duncan.
----- Original Message -----
From: "David Joyce" <davidjoyce@doctors.org.uk>
Subject: Re: Europa-List: Re: Your 914 Rectifier problem
> --> Europa-List message posted by: "David Joyce"
> <davidjoyce@doctors.org.uk>
>
> Duncan, Thanks for that. I wasn't planning of course to push my luck for
> anything like 5 hrs. It was simply my starting position for working out
> whether I could expect it to get across the shortish Dunkerque-Dover
> crossing with pump and radio working. Does the 80% figure apply to pure
> lead/gas recombinant batteries, which claim all sorts of qualities not
> possessed by ordinary lead/acid batteries?
> Regards, David----- Original Message -----
>
>
>> --> Europa-List message posted by: "Duncan McFadyean"
> <ami@mcfadyean.freeserve.co.uk>
>>
>> << 3 amps with a topped up 16 amp/hours battery I reckoned
>> > this gave us 5 hrs flying >>
>>
>> David,
>> This is a rather an optimistic calculation because:
>> 1.Battery capacity is quoted at the 20 amp.hour rate. When discharged at
>> higher rates there is progressively less capacity.
>> 2.A brand new battery may have the full amp-hour capacity, but it is
> normal
>> to allow only 80% of this for a battery in good condition. "State of
> charge"
>> or terminal voltage is no indication of battery capacity.
>>
>> If you want to be sure about the state of a battery at any one time then
>> you'd need an integrating ammeter, which keeps an account of amps-in an
>> amps-out, with presettable factors to allow for self discharge etc.
>>
>> Regards,
>> Duncan.
>
>
>
Message 14
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Subject: | Attaching tailwheel fork |
1.64 REPLY_TO_EMPTY Reply-To: is empty
0.10 TO_EMPTY To: is empty
--> Europa-List message posted by: "danbish" <n914rb@earthlink.net>
Hi all,
Before I go banging on something and messing it up (my usual M.O.!), I was wondering
if there's a trick to getting the tail wheel fork to go onto the spring
rod.
The threads on the spring rod slide on up to where they meet the beginning of the
second bush but refuses to go further. I've cleaned the rod with steel wool
and wiped it down real good. I've tried greasing everything up, wiggling it,
etc. but to no avail. What's a good way to clean out the inside of those bushes?
I'm ready to get out the balpene and go to work on it but don't want to foul the
threads. I'm hoping they didn't weld that sucker in there at the wrong angle,
but it doesn't look like that's the case.
Anybody had this problem?
Thanks,
Dan
Tucson, AZ
Kit A144
----------------
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Message 15
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Subject: | Trim indication when transmitting |
--> Europa-List message posted by: "Gavin & Anne" <gavanne@iconz.co.nz>
Hi all
Can anybody give me any idea why idea why when I transmit on my Microair 760
the digital trim indicator goes full nose down.
The actual trim does not move and as soon as I release the transmit button
the indicator returns to normal.
The trim is hotwired direct to the battery and the radio comes from the bus
which is powered up through the master switch.
The radio aerial does run with the trim wiring down to the rear and the
aerial is a Bob Archer inside the fin.
No interference noise is experienced
Not a major=85..but irritating
Thanks=85=85Gavin Lee=85=85#355
--
Message 16
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Subject: | RE: Attaching tailwheel fork |
--> Europa-List message posted by: "SteveD" <Post2Forum@comcast.net>
Just went in the garage and tried mine again, just a little wiggling and it slid
on. I think the bushing are just pressed in with some lock tight. The shaft
end of a 1/2 drill bit fits nicely for checking alignment. Maybe some light emery
paper to clean up the threads. Put it on as far as it will go, put a deep
socket on the bushing end a tap it down gently with a rubber mallet. If that
doesn't work I'd try pulling and re-seating the bushings. Ask the factory, they
may need heat to remove.
Steved
----------------
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Message 17
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Subject: | Where to get epoxy Mixing cups? |
--> Europa-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
Since the start of project, was using supermarket plastic mixing cups. Smooth
walls and flat bottoms.
I can't find them anymore.
any ideas?
Thx.
Ron Parigoris
Message 18
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Subject: | Re: Trim indication when transmitting |
--> Europa-List message posted by: NevEyre@aol.com
Hi,
The definate answer is the fact you have the trim wires and Com lead running
together, split them so they are as far apart as you can get them.
Chances are, you will also be able to hear the trim servo running through
your headset ?
Cheers,
Nev.
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