---------------------------------------------------------- Europa-List Digest Archive --- Total Messages Posted Wed 07/26/06: 20 ---------------------------------------------------------- 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 _____________________________________ Time: 01:19:10 AM PST US From: Ray Stevenson 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

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 2 _____________________________________ Time: 01:42:38 AM PST US From: "Simon Smith" Subject: RE: Europa-List: 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 _____________________________________ Time: 01:49:11 AM PST US From: "nigel charles" Subject: RE: Europa-List: sprag clutch --> Europa-List message posted by: "nigel charles" 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" 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 _____________________________________ Time: 02:08:43 AM PST US From: Gert Dalgaard Subject: Re: Europa-List: 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 _____________________________________ Time: 02:33:42 AM PST US From: Gert Dalgaard Subject: Re: Europa-List: 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 _____________________________________ Time: 04:27:32 AM PST US From: "Garry" Subject: Re: Europa-List: 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 _____________________________________ Time: 09:00:16 AM PST US From: "David Joyce" Subject: Re: Europa-List: Turbo problems 914 - Help!! --> Europa-List message posted by: "David Joyce" 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 _____________________________________ Time: 09:00:16 AM PST US From: Paul Stewart Subject: Europa-List: wiring --> Europa-List message posted by: Paul Stewart 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 _____________________________________ Time: 10:24:25 AM PST US From: Gilles.Thesee@ac-grenoble.fr Subject: Re : Europa-List: wiring --> 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 ____________________________________ Time: 10:58:38 AM PST US From: "David Joyce" Subject: Re: Europa-List: wiring --> Europa-List message posted by: "David Joyce" 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 ____________________________________ Time: 11:11:43 AM PST US From: "nigel charles" Subject: RE: Europa-List: wiring --> Europa-List message posted by: "nigel charles" >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 ____________________________________ Time: 11:38:41 AM PST US From: "Jos Okhuijsen" Subject: Re: Re : Europa-List: wiring --> Europa-List message posted by: "Jos Okhuijsen" 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 ____________________________________ Time: 12:14:48 PM PST US From: "Mike Gregory" Subject: RE: Europa-List: wiring --> Europa-List message posted by: "Mike Gregory" 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" >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 ____________________________________ Time: 12:52:43 PM PST US From: Subject: Europa-List: wiring --> Europa-List message posted by: 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 ____________________________________ Time: 12:52:43 PM PST US From: "Paul McAllister" Subject: RE: Europa-List: wiring --> Europa-List message posted by: "Paul McAllister" 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 ____________________________________ Time: 03:13:43 PM PST US From: "Mike Gregory" Subject: RE: Re : Europa-List: wiring --> Europa-List message posted by: "Mike Gregory" 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" 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 ____________________________________ Time: 04:04:10 PM PST US From: "europa flugzeug fabrik" Subject: Europa-List: Re: wiring --> Europa-List message posted by: "europa flugzeug fabrik" 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 ____________________________________ Time: 04:28:19 PM PST US From: "Garry" Subject: Re: Europa-List: Turbo problems 914 - Help!! --> Europa-List message posted by: "Garry" 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" > > > 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 ____________________________________ Time: 04:57:46 PM PST US From: "Jos Okhuijsen" Subject: Re: Re : Europa-List: wiring --> Europa-List message posted by: "Jos Okhuijsen" 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 ____________________________________ Time: 05:14:33 PM PST US From: "europa flugzeug fabrik" Subject: Europa-List: Re: Re : wiring --> Europa-List message posted by: "europa flugzeug fabrik" 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