Today's Message Index:
----------------------
1. 01:19 AM - Turbo problems 914 - Help!! (Ray Stevenson)
2. 01:42 AM - Re: Turbo problems 914 - Help!! (Simon Smith)
3. 01:49 AM - Re: sprag clutch (nigel charles)
4. 02:08 AM - Re: Turbo problems 914 - Help!! (Gert Dalgaard)
5. 02:33 AM - Re: Turbo problems 914 - Help!! (Gert Dalgaard)
6. 04:27 AM - Re: Turbo problems 914 - Help!! (Garry)
7. 09:00 AM - Re: Turbo problems 914 - Help!! (David Joyce)
8. 09:00 AM - wiring (Paul Stewart)
9. 10:24 AM - Re : wiring (Gilles.Thesee@ac-grenoble.fr)
10. 10:58 AM - Re: wiring (David Joyce)
11. 11:11 AM - Re: wiring (nigel charles)
12. 11:38 AM - Re: Re : wiring (Jos Okhuijsen)
13. 12:14 PM - Re: wiring (Mike Gregory)
14. 12:52 PM - wiring ()
15. 12:52 PM - Re: wiring (Paul McAllister)
16. 03:13 PM - Re: Re : wiring (Mike Gregory)
17. 04:04 PM - Re: wiring (europa flugzeug fabrik)
18. 04:28 PM - Re: Turbo problems 914 - Help!! (Garry)
19. 04:57 PM - Re: Re : wiring (Jos Okhuijsen)
20. 05:14 PM - Re: Re : wiring (europa flugzeug fabrik)
Message 1
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Subject: | Turbo problems 914 - Help!! |
We have a Europa 914 turbo and are experiencing intermittent high boosts. So
far we have pointed the finger at the wastegate failing to open and close
properly. Could this be the only way this problem could occur? We have
checked that the servo motor is functioning correctly and also checked all
the wiring joints to it. Has anyone else had similar problems? If so we
would welcome any suggestions. - Ray
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<p class=MsoNormal><font size=2 face=Arial><span style='font-size:10.0pt;
font-family:Arial'>We have a Europa 914 turbo and are experiencing intermittent
high boosts. So far we have pointed the finger at the wastegate failing to open
and close properly. Could this be the only way this problem could occur?
We have checked that the servo motor is functioning correctly and also checked
all the wiring joints to it. Has anyone else had similar problems? If so we
would welcome any suggestions. - Ray</span></font></p>
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Message 2
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Subject: | Turbo problems 914 - Help!! |
Someone recently suggested MouseMilk oil (available from LAS) as a cure.
Simon
-----Original Message-----
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Ray
Stevenson
Sent: 26 July 2006 08:57
We have a Europa 914 turbo and are experiencing intermittent high
boosts. So
far we have pointed the finger at the wastegate failing to open and
close
properly. Could this be the only way this problem could occur? We have
checked that the servo motor is functioning correctly and also checked
all
the wiring joints to it. Has anyone else had similar problems? If so we
would welcome any suggestions. - Ray
Message 3
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--> Europa-List message posted by: "nigel charles" <nwcmc@tiscali.co.uk>
I had my sprag clutch changed by Adrian Lloyd who knows a lot about
these things as he has done at least 7 sprag clutches. He can be
contacted on 01885 482504.
Nigel
-----Original Message-----
[mailto:owner-europa-list-server@matronics.com] On Behalf Of gtblu
Sent: 24 July 2006 09:43
--> Europa-List message posted by: "gtblu" <gtbjbell@gmail.com>
Nigel.
Do you have any info on the sprag clutch circlip that needs replacing at
1200 hours. I have just had one break at 600 hours and go through the
engine
which is devastating, far worse than the sprag clutch just wearing out.
Regards
Gtblu
Message 4
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Subject: | Re: Turbo problems 914 - Help!! |
Check your bowden-cable between TCU/Wastegate.....
Special attention arround exhaust-area.
Have had the same problem and that was caused to a hot-spot on the
backside of the bowden where it was routet to close to echaust#3.
regards Gert
#151 / OY-GDS
Den 26/07/2006 kl. 10.41 skrev Simon Smith:
> Someone recently suggested MouseMilk oil (available from LAS) as a
> cure.
>
> Simon
> -----Original Message-----
> From: owner-europa-list-server@matronics.com [mailto:owner-europa-
> list-server@matronics.com] On Behalf Of Ray Stevenson
> Sent: 26 July 2006 08:57
> To: 'europa-list@matronics.com'
> Subject: Europa-List: Turbo problems 914 - Help!!
>
> We have a Europa 914 turbo and are experiencing intermittent high
> boosts. So far we have pointed the finger at the wastegate failing
> to open and close properly. Could this be the only way this
> problem could occur? We have checked that the servo motor is
> functioning correctly and also checked all the wiring joints to it.
> Has anyone else had similar problems? If so we would welcome any
> suggestions. - Ray
>
>
E mail: lgds@post6.tele.dk
http://home19.inet.tele.dk/dalgaard/oygds.jpg
Message 5
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Subject: | Re: Turbo problems 914 - Help!! |
Correction - the cable is of-course between waste-gate and servo-
unit..... :-)
Gert
Den 26/07/2006 kl. 11.07 skrev Gert Dalgaard:
> Check your bowden-cable between TCU/Wastegate.....
> Special attention arround exhaust-area.
> Have had the same problem and that was caused to a hot-spot on the
> backside of the bowden where it was routet to close to echaust#3.
> regards Gert
> #151 / OY-GDS
>
>
> Den 26/07/2006 kl. 10.41 skrev Simon Smith:
>
>> Someone recently suggested MouseMilk oil (available from LAS) as a
>> cure.
>>
>> Simon
>> -----Original Message-----
>> From: owner-europa-list-server@matronics.com [mailto:owner-europa-
>> list-server@matronics.com] On Behalf Of Ray Stevenson
>> Sent: 26 July 2006 08:57
>> To: 'europa-list@matronics.com'
>> Subject: Europa-List: Turbo problems 914 - Help!!
>>
>> We have a Europa 914 turbo and are experiencing intermittent high
>> boosts. So far we have pointed the finger at the wastegate failing
>> to open and close properly. Could this be the only way this
>> problem could occur? We have checked that the servo motor is
>> functioning correctly and also checked all the wiring joints to
>> it. Has anyone else had similar problems? If so we would welcome
>> any suggestions. - Ray
>>
>>
>
>
> E mail: lgds@post6.tele.dk
> http://home19.inet.tele.dk/dalgaard/oygds.jpg
>
>
Message 6
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Subject: | Re: Turbo problems 914 - Help!! |
Ray,
With 99% probability your wastegate is stuck. Take your cowlings off
and observe the action of the lever arm on the wastegate when you turn
on your master switch. The lever should go through a full cycle of full
on, to full off. I'm guessing you'll see the TCU cable moving, but not
the lever arm on the wastegate. Spray some "Blaster" all over the
wastegate arm and let it soak in. This should free up the stuck lever
arm.
Garry Stout
914, 450 hours
----- Original Message -----
From: Ray Stevenson
To: 'europa-list@matronics.com'
Sent: Wednesday, July 26, 2006 3:56 AM
Subject: Europa-List: Turbo problems 914 - Help!!
We have a Europa 914 turbo and are experiencing intermittent high
boosts. So far we have pointed the finger at the wastegate failing to
open and close properly. Could this be the only way this problem could
occur? We have checked that the servo motor is functioning correctly and
also checked all the wiring joints to it. Has anyone else had similar
problems? If so we would welcome any suggestions. - Ray
Message 7
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Subject: | Re: Turbo problems 914 - Help!! |
--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Garry, What's Blaster? Could be my wastegate could do with something of the
sort!
Regards, David Joyce
----- Original Message -----
Sent: Wednesday, July 26, 2006 12:20 PM
Ray,
With 99% probability your wastegate is stuck. Take your cowlings off and
observe the action of the lever arm on the wastegate when you turn on your
master switch. The lever should go through a full cycle of full on, to full
off. I'm guessing you'll see the TCU cable moving, but not the lever arm on
the wastegate. Spray some "Blaster" all over the wastegate arm and let it
soak in. This should free up the stuck lever arm.
Garry Stout
914, 450 hours
----- Original Message -----
From: Ray Stevenson
To: 'europa-list@matronics.com'
Sent: Wednesday, July 26, 2006 3:56 AM
Subject: Europa-List: Turbo problems 914 - Help!!
We have a Europa 914 turbo and are experiencing intermittent high boosts.
So far we have pointed the finger at the wastegate failing to open and close
properly. Could this be the only way this problem could occur? We have
checked that the servo motor is functioning correctly and also checked all
the wiring joints to it. Has anyone else had similar problems? If so we
would welcome any suggestions. - Ray
________________________________________________________________________
Doctors.net.uk education: totally independent, totally free.
http://www.doctors.net.uk/education
________________________________________________________________________
Message 8
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--> Europa-List message posted by: Paul Stewart <europa@pstewart.f2s.com>
I have another couple of questions relating to wiring:
1. The wiring diagram in the build manual has a alternator output
switch (capable of taking 25A). Does the OV crowbar mod take the
place of this switch?
2. In a 914 fit, one of the fuel pumps is wired directly to the
alternator/regulator output. In the event of a regulator failure, the
OV mod prevents the runaway voltage frying electrics/battery. Why
would it not fry the fuel pump and if it would, why not wire the
essential fuel pump directly off the battery - would you not then
have a working pump to get the aircraft down.
Or have I got this all mixed up again
Paul
G-GIDY
Message 9
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--> Europa-List message posted by: Gilles.Thesee@ac-grenoble.fr
why not wire the
> essential fuel pump directly off the battery - would you not then
> have a working pump to get the aircraft down.
>
Hi Paul,
This is a good question. The diagram suggested by Rotax is far from being satisfactory.
It does not provide electrical redundancy for the fuel pumps. Don't know
about the Europa schematic, but chances are they followed Rotax.
It is far safer to run the pumps direct from a more reliable power supply, eg a
battery.
This is what I did in our 914. For those interested, there are some details on
my website.
Regards,
Gilles Thesee
Grenoble, France
http://contrails.free.fr
Message 10
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--> Europa-List message posted by: "David Joyce" <davidjoyce@doctors.org.uk>
Paul & Gilles, I missed the beginning of this thread, but I am impressed
that if you wire your 914 fuel pumps according to the diagram that came from
Europa with mine, then you can switch off main switch and alternator switch
and one pump carries on - supplied directly from the alternator. It wouldn't
matter if the rest of your electrics were totally fried. Alternatively you
could have a blown alternator and power the other from the battery with the
alternator switched off, and inessential electrics switched off.
I went some way to proving the former point when I managed to
switch both Main & alternator switches off with my left trouser leg (having
lifted my leg to replace my pee bottle under the L thigh support!), over
rather inhospitable countryside near the German/Czech border - nothing but
forest. All the dials were blank but the plane went merrily on while I
sorted it out.
The latter situation is a bit like that I found myself in having
just departed the Belgian coast for Dover, and the regulator packed up
completely. The essentials (a radio and a fuel pump) took very few amps and
I readily persuaded myself that my 16 amp/hr battery would get me to the
other side, which it did and more. So you do have electrical redundancy in
the sense that you only need either the alternator or the battery to be up
and running.
Regards, David Joyce, G-XSDJ
----- Original Message -----
Sent: Wednesday, July 26, 2006 6:21 PM
> --> Europa-List message posted by: Gilles.Thesee@ac-grenoble.fr
>
>
> why not wire the
> > essential fuel pump directly off the battery - would you not then
> > have a working pump to get the aircraft down.
> >
>
> Hi Paul,
>
> This is a good question. The diagram suggested by Rotax is far from being
satisfactory. It does not provide electrical redundancy for the fuel pumps.
Don't know about the Europa schematic, but chances are they followed Rotax.
>
> It is far safer to run the pumps direct from a more reliable power supply,
eg a battery.
> This is what I did in our 914. For those interested, there are some
details on my website.
>
> Regards,
> Gilles Thesee
> Grenoble, France
> http://contrails.free.fr
>
>
> ________________________________________________________________________
>
> Doctors.net.uk education: totally independent, totally free.
> http://www.doctors.net.uk/education
> _______________________________________________________________________
>
>
Message 11
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--> Europa-List message posted by: "nigel charles" <nwcmc@tiscali.co.uk>
>I have another couple of questions relating to wiring:
>1. The wiring diagram in the build manual has a alternator output
>switch (capable of taking 25A). Does the OV crowbar mod take the
>place of this switch?
Effectively yes. The main purpose of the switch is to be able to isolate
the PM generator (alternator) from the rest of the system in case of a
problem. It should normally be left connected to ensure that some load
is created as no load can apparently cause a problem for the regulator.
>2. In a 914 fit, one of the fuel pumps is wired directly to the
>alternator/regulator output. In the event of a regulator failure, the
>OV mod prevents the runaway voltage frying electrics/battery. Why
>would it not fry the fuel pump and if it would, why not wire the
>essential fuel pump directly off the battery - would you not then
>have a working pump to get the aircraft down.
The fuel pump load is normally sufficient to keep the regulator output
within limits. If the regulator goes totally out of control it needs
isolating from the rest of the system. Although this would mean one of
the electrical pumps going off line the other will still provide
pressure. Conversely should the battery or associated switches or
busbars go offline the generator will always have a direct connection to
one of the pumps. Thus any one failure should mean that either the
battery or the generator should be able to power at least one pump. Your
suggestion does not cover the case of total battery failure.
Nigel Charles
Message 12
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--> Europa-List message posted by: "Jos Okhuijsen" <josok-e@ukolo.fi>
And i would like to repeat myself:
The chance that the (too?) small capacity generator on the rotax would
"run away" and fry something is less then an OV protection killing a
healthy system.
OV protection on the rotax setup is only introducing more failure prone
components.
In the Europa supplied circuit diagram, one pump is switched from the main
bus, so will keep working if the alternator switch is off, and the master
switch on. The other pump is fed directly from the regulator output, and
will keep running as long as the engine runs, whether or not the master
and or the alternator switches are on or off. In my humble opinion this
seems to be reasonably redundant, because i can't think of a single
component that would kick both pumps out of operation.
The only addition that i would like to have here is a switch or pullable
breaker for the directly connected pump, because in case of an engine fire
while flying, it would not be possible otherwise to kill both pumps to
stop the fuel flow.
The only thing i would leave out is the master relay. The master switch is
easily rugged enough to switch the full load of this low capacity system.
Is there somebody under us who could redraw the Europa supplied diagram to
something easier readable? It is a beast to understand the way it is
presented.
--
Kind Regards,
Jos Okhuijsen
workshopcam http://www.okhuijsen.org/plane
http:www.europaowners.org/kit600
mono xs, top on, gear in, tail wheel in, wings set, flapdrive in, tail
closed, tailwheel in, tail top in, blue stuff filled, sanded and primed,
fuel system in, doors done, windows in, sanding and filling the fuse and
wings.
Message 13
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--> Europa-List message posted by: "Mike Gregory" <m.j.gregory@talk21.com>
Paul,
While I agree that the principal reason you might wish to switch off the
alternator is because of an overvoltage malfunction, which would be taken
care of by the crowbar circuit if you fit this, it does serve also to
isolate the fuel pump that is supplied from the alternator circuit when you
put the battery master on. This means that you are not driving this pump
when the engine is not running, e.g. during pre-start checks, programming
the GPS, etc. It also provides an easy means of checking that the
battery-supplied pump provides pressure prior to starting.
I note that the latest Z-16 diagram for a Rotax 912/91 circuit from Bob
Nuckolls AeroElectric Connection shows his crowbar circuit driving a relay
to disconnect one of the yellow leads connecting the raw alternator output
to the regulator. The purpose of this may be to stop the alternator from
frying a faulty regulator.
Mike Gregory
Europa Club Safety Officer
-----Original Message-----
[mailto:owner-europa-list-server@matronics.com] On Behalf Of nigel charles
Sent: 26 July 2006 19:10
--> Europa-List message posted by: "nigel charles" <nwcmc@tiscali.co.uk>
>I have another couple of questions relating to wiring:
>1. The wiring diagram in the build manual has a alternator output
>switch (capable of taking 25A). Does the OV crowbar mod take the
>place of this switch?
Effectively yes. The main purpose of the switch is to be able to isolate
the PM generator (alternator) from the rest of the system in case of a
problem. It should normally be left connected to ensure that some load
is created as no load can apparently cause a problem for the regulator.
>2. In a 914 fit, one of the fuel pumps is wired directly to the
>alternator/regulator output. In the event of a regulator failure, the
>OV mod prevents the runaway voltage frying electrics/battery. Why
>would it not fry the fuel pump and if it would, why not wire the
>essential fuel pump directly off the battery - would you not then
>have a working pump to get the aircraft down.
The fuel pump load is normally sufficient to keep the regulator output
within limits. If the regulator goes totally out of control it needs
isolating from the rest of the system. Although this would mean one of
the electrical pumps going off line the other will still provide
pressure. Conversely should the battery or associated switches or
busbars go offline the generator will always have a direct connection to
one of the pumps. Thus any one failure should mean that either the
battery or the generator should be able to power at least one pump. Your
suggestion does not cover the case of total battery failure.
Nigel Charles
Message 14
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--> Europa-List message posted by: <rparigor@suffolk.lib.ny.us>
Hello Paul
To answer your 2 questions:
1) See page #4 of the Europa Club Over-voltage Crowbar Unit Installation.
Figure #2 is for Permanent Magnet which is what you want. The OV crowbar
mod does not take the place of the alternator output switch. It essential
puts a relay in series before the 30 amp slow blow fuse. If over-voltage
is detected, the crowbar unit will crowbar (create a short) placed on the
5 amp circuit breaker and pop and take the Rotax Alternator (really a
generator) off line.
I chose to use Eric Jones solid state OV protection on my Rotax generator:
http://www.periheliondesign.com./lovm.htm
2) I don't absolute agree with Gilles, if wired as per Europa, if for any
reason battery is not putting out, 1 pump will run off of generator
(provided it is excited, which would have happened upon start up), that is
why there is no switch to turn it off?? If generator fails, you can run
the other pump off of battery. As far as turning off fuel flow in event of
emergency, turn off the fuel selector (not good practice to run a pump dry
if you can avoid).
Gilles has 2 batteries on his 914 install which in my opinion is better
than Europas redundancy. That said I think if you are only going to have 1
battery and only internal generator, following Europa is not such a bad
way to go. I personal would put a switch on pump #1 and some sort of light
or warn to show it is off, that way you can test output of pump #2 more
easily.
I went with on my 914 with a SD20S as primary alternator with LR3C
regulator with built in OVP and Rotax internal generator as second or
standby with Eric's solid state OVP. Schematic loose based on Bobs Z13 /
8. 1 pump main bus and 1 on endurance bus. I also have a total loss 13
cell 2200mA NiMh battery pack in the starboard headrest, in under 10
seconds can run a pump on it (redundant wires to this connector), or if
lost main battery and main alternator, can excite internal rotax, or run
endurance bus from it. Very light, yet can probably output enough to start
the 914! Model guys draw 150 amps plus from these cells. When soaring,
and main battery fails open upon restart, in 10 seconds and can run prop
off this battery to air-start after I take main alternator off line, if no
time to cycle prop and not enough altitude to dive can probably restart
form it, then put rotax internal on line (Rotax is much happier than SD20S
ND with no battery.
More than you asked for.
Ron Parigoris
Message 15
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--> Europa-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Paul,
I am with Nigel and Jos on this one. The circuit proposed by Europa (in my
analysis) falls in the category of "crude but effective". I can't recall if
the circuit shows a CB or not, but I have a pull able circuit breaker on the
panel in case I do need to shut all fuel pumps down.
I have tested this out by disconnecting / disabling the battery/main
contactor just to prove to myself that the pump will continue to run.
I did get a real world test when I was hit by lightning, my Kilovolt main
contactor was destroyed and for a while the only power to the pump that was
being supplied was via the direct connection of the alternator to regulator.
I heaved a big sign of relief when I turned on the secondary Ebuss and it
actually worked, actually I heaved a big sigh of relief for a lot of
reasons.
Paul
Message 16
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--> Europa-List message posted by: "Mike Gregory" <m.j.gregory@talk21.com>
Jos,
The principal reason why there is no switch for the fuel pump supplied
directly from the alternator is so that it cannot be inadvertently turned
off -- this would require the breaker to be pulled (or fuse removed).
Issue 4 of the circuit diagram was developed following an incident
experienced by Andy Draper when giving a demonstration flight in a
914-powered Europa. During the pre-landing checks the handling pilot
switched OFF the number one pump, instead of switching ON the number two
pump, with a result that Andy did not wish anyone else to experience...
Mike
-----Original Message-----
[mailto:owner-europa-list-server@matronics.com] On Behalf Of Jos Okhuijsen
Sent: 26 July 2006 19:37
--> Europa-List message posted by: "Jos Okhuijsen" <josok-e@ukolo.fi>
And i would like to repeat myself:
The chance that the (too?) small capacity generator on the rotax would
"run away" and fry something is less then an OV protection killing a
healthy system.
OV protection on the rotax setup is only introducing more failure prone
components.
In the Europa supplied circuit diagram, one pump is switched from the main
bus, so will keep working if the alternator switch is off, and the master
switch on. The other pump is fed directly from the regulator output, and
will keep running as long as the engine runs, whether or not the master
and or the alternator switches are on or off. In my humble opinion this
seems to be reasonably redundant, because i can't think of a single
component that would kick both pumps out of operation.
The only addition that i would like to have here is a switch or pullable
breaker for the directly connected pump, because in case of an engine fire
while flying, it would not be possible otherwise to kill both pumps to
stop the fuel flow.
The only thing i would leave out is the master relay. The master switch is
easily rugged enough to switch the full load of this low capacity system.
Is there somebody under us who could redraw the Europa supplied diagram to
something easier readable? It is a beast to understand the way it is
presented.
--
Kind Regards,
Jos Okhuijsen
workshopcam http://www.okhuijsen.org/plane
http:www.europaowners.org/kit600
mono xs, top on, gear in, tail wheel in, wings set, flapdrive in, tail
closed, tailwheel in, tail top in, blue stuff filled, sanded and primed,
fuel system in, doors done, windows in, sanding and filling the fuse and
wings.
Message 17
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--> Europa-List message posted by: "europa flugzeug fabrik" <n3eu@comcast.net>
europa(at)pstewart.f2s.co wrote:
> In the event of a regulator failure, the OV mod prevents the runaway voltage
frying electrics/battery. Why would it not fry the fuel pump...
I rather believe we will have a dangerous situation if OV protection removes all
load, and thus sends full, high-voltage regulator output to one of the 914s
fuel pumps.
Better to let the OV condition exist, and warn with an aural or visual alarm, plus
a voltmeter. If we have say 10A load on the bus, I doubt the system could
supply more than 3-4 extra volts, which isnt going to hurt anything if for not
too long. Just turn everything on and reduce RPM until volts fall to a level
the battery can tolerate for a while, like 14.7V.
Unless were too lightly loaded on the bus (few goodies), OV protection wont do
much. The AC wiring from the engine is also the place to install the OV relay,
but simpler than that is just a switch next to our voltmeter and warning lamp.
If lightly loaded, and we want to just cut back alternator output, a pair
of 50W resistors in parallel, value selected to douse the watts we need to pull
the volts down, should work. Switch unbypasses the resistors in the AC circuit.
This would not require us to have only battery keeping the pump running.
Fred F.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50016#50016
Message 18
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Subject: | Re: Turbo problems 914 - Help!! |
--> Europa-List message posted by: "Garry" <garrys@tampabay.rr.com>
David,
Blaster is a product sold in the US in all of the auto parts stores. It
comes in an aerosol spray can and is used to unstick any metal parts that
have rusted together or otherwise become "as one". Some might call it a
"penetrant", and I can't tell you the ingredients because they're not listed
on the side of the can. Don't bother with "mouse milk". I've tried it and
it doesn't work. The only thing I've found that works reliably to unstick
my wastegate is Blaster.
Best wishes,
Garry Stout
----- Original Message -----
Sent: Wednesday, July 26, 2006 11:54 AM
> --> Europa-List message posted by: "David Joyce"
> <davidjoyce@doctors.org.uk>
>
> Garry, What's Blaster? Could be my wastegate could do with something of
> the
> sort!
> Regards, David Joyce
> ----- Original Message -----
> Sent: Wednesday, July 26, 2006 12:20 PM
>
>
> Ray,
>
> With 99% probability your wastegate is stuck. Take your cowlings off and
> observe the action of the lever arm on the wastegate when you turn on your
> master switch. The lever should go through a full cycle of full on, to
> full
> off. I'm guessing you'll see the TCU cable moving, but not the lever arm
> on
> the wastegate. Spray some "Blaster" all over the wastegate arm and let it
> soak in. This should free up the stuck lever arm.
>
> Garry Stout
> 914, 450 hours
>
> ----- Original Message -----
> From: Ray Stevenson
> To: 'europa-list@matronics.com'
> Sent: Wednesday, July 26, 2006 3:56 AM
> Subject: Europa-List: Turbo problems 914 - Help!!
>
>
> We have a Europa 914 turbo and are experiencing intermittent high boosts.
> So far we have pointed the finger at the wastegate failing to open and
> close
> properly. Could this be the only way this problem could occur? We have
> checked that the servo motor is functioning correctly and also checked all
> the wiring joints to it. Has anyone else had similar problems? If so we
> would welcome any suggestions. - Ray
>
> ________________________________________________________________________
>
>
> Doctors.net.uk education: totally independent, totally free.
>
> http://www.doctors.net.uk/education
>
> ________________________________________________________________________
>
>
>
Message 19
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--> Europa-List message posted by: "Jos Okhuijsen" <josok-e@ukolo.fi>
Hi Mike,
> The principal reason why there is no switch for the fuel pump supplied
> directly from the alternator is so that it cannot be inadvertently turned
> off -- this would require the breaker to be pulled (or fuse removed).
I said, switch or pullable breaker.
Of course if the choice is a switch then it would have to be properly
marked and secured and understood, as a few other switches too. An
instructor told me, that his only emergency landing followed after a
student turned and pulled the ignition key and dropped it on the floor. Is
that a reason to remove ignition locks? Maybe it is :-)
What frightens me is that some of us, with apparently no understanding of
the possible consequences make changes in the proposed electrical system.
And the specialists make it worse by adding too many choices and options
with the result that the electrically handicapped are completely lost. My
ten cents: Stick to the factory design, unless you are absolutely sure
what is involved.
> 914-powered Europa. During the pre-landing checks the handling pilot
> switched OFF the number one pump, instead of switching ON the number two
> pump, with a result that Andy did not wish anyone else to experience...
The demonstrator had 2 switches for 2 pumps on Andy's last day at Europa.
Number one secured, yes.
--
Kind Regards,
Jos Okhuijsen
workshopcam http://www.okhuijsen.org/plane
http:www.europaowners.org/kit600
mono xs, top on, gear in, tail wheel in, wings set, flapdrive in, tail
closed, tailwheel in, tail top in, blue stuff filled, sanded and primed,
fuel system in, doors done, windows in, sanding and filling the fuse and
wings.
Message 20
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--> Europa-List message posted by: "europa flugzeug fabrik" <n3eu@comcast.net>
josok-e(at)ukolo.fi wrote:
> Of course if the choice is a switch then it would have to be properly marked
and secured and understood...
A locking toggle switch (pull to move up or down) is another approach.
Fred F.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50037#50037
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