Today's Message Index:
----------------------
1. 01:17 AM - Zaon MRX and Mode "S" (Brian and Pat Tarmar)
2. 02:08 AM - Re: Hirth h30 engines (craig bastin)
3. 03:10 AM - Re: Engine Run On (G-IANI)
4. 06:09 AM - Rotax 914 regulator mounting location (Kevin Klinefelter)
5. 07:23 AM - Re: Engine Run On (GRAHAM SINGLETON)
6. 07:23 AM - Re: Rotax 914 regulator mounting location (josok)
7. 08:36 AM - Re: Engine Run On (Trevpond@aol.com)
8. 01:25 PM - 914 alternator/regulator (kevin siggery)
9. 02:18 PM - Re: 914 alternator/regulator (Jeff B)
10. 02:37 PM - Re: 914 alternator/regulator (josok)
11. 05:27 PM - Re: 914 alternator/regulator (Gilles Thesee)
12. 07:24 PM - Re: 914 alternator/regulator (rampil)
Message 1
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| Subject: | Zaon MRX and Mode "S" |
Hi David
Sorry for the delay in responding to your request, but I only take the
daily Matronics digest and seldom monitor the EuropaOwners site. Yes to
your first question, you do have to look all around (even where you
can't!). You get particularly worried on final approach when traffic
continues to close the gap behind you and the MRX is counting down the
distance!
Pete Lawless answered your Mode "S" question pretty well, although our
American members might be able to comment on whether the TIS (Traffic
Information Service) and weather radar uplinks are in fact provided yet
by the FAA in most areas.
I think you are right to go for ADS-B compatible kit if you are intent
on buying a mode "S" transponder at this stage, as satellite based
surveillance system will clearly be implemented in Europe within a
decade, no matter what the neddies at CAA tell us.
Returning to the Zaon MRX, despite the limitations of unknown direction,
many aircraft without mode "C", and ranging which I believe may vary
somewhat with the different outputs of received transponders (not
confirmed), I believe it is a valuable assistant in our crowded skies.
Brian Tarmar
G-OBJT Classic Trigear 912S
I choose Polesoft Lockspam to fight spam, and you?
http://www.polesoft.com/refer.html
Message 2
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| Subject: | Hirth h30 engines |
ok thats good to know
-----Original Message-----
From: owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com]On Behalf Of Garry
Sent: Sunday, 10 February 2008 11:10 PM
Subject: Re: Europa-List: Hirth h30 engines
A friend of mine has installed this 110 hp Hirth on his plane. He has
"blown up" three of the engines, all within 50 hours. Buyer beware.
Garry Stout
----- Original Message -----
From: "craig bastin" <craigb@onthenet.com.au>
Sent: Sunday, February 10, 2008 3:01 AM
Subject: Europa-List: Hirth h30 engines
>
>
> Does anybody know if some one has looked at this engine for the europa. At
> 42kg for 110hp
> and $18000 Australian it would seem like an excellent choice.
>
> craig
> 11:54 AM
>
>
12:21 PM
12:21 PM
Message 3
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We have had the same problem with G-IRON. Despite all efforts the
problem would come and go. Looking again at the mag wires last Saturday
I think I might have spotted the problem connection.
Ian Rickard #505 G-IANI XS Trigear
Europa Club Mods Rep (Trigear)
e-mail mods@europaclub.org.uk
or direct g-iani@ntlworld.com
Message 4
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| Subject: | Rotax 914 regulator mounting location |
I am trying to decide where to mount the regulator in my 914
installation. I hear these regulators fail if you draw more than 14 amps
or so, possibly due to heat? Mine will be used as a backup, switched
off, unless the IRalternator I have mounted on the vacpump pad fails.
Has anyone mounted it in the air intake area near the air filter? I am
thinking of bolting it to the passenger foot well front in the air
intake plenum. Seems like it would get cool air,and maybe some heat sink
advantage from contact with the aluminum CD6.
It would be easier to just put it on top of a foot well. Anyone have any
advice?
Thanks, Kevin
Message 5
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| Subject: | Re: Engine Run On |
David=0APaul=C2=B4s suggestion looks the most likely and you can check the
switch easily as Gilles says=0AGraham, (off to M Picchu 2moro!)=0A=0A=0A---
-- Original Message ----=0AFrom: Paul McAllister <paul.the.aviator@gmail.co
m>=0ATo: europa-list@matronics.com=0ASent: Monday, 11 February, 2008 12:14:
34 AM=0ASubject: Re: Europa-List: Engine Run On=0A=0A--> Europa-List messag
e posted by: "Paul McAllister" <paul.the.aviator@gmail.com>=0A=0AHi David,
=0A=0AI had this problem which would come and go. It ultimately turned out
=0Ato be a broken wire on the ignition coil very close to the connector.=0A
=0AIt would "make / break" with engine vibration, sometimes the engine=0Awo
uld shut down, other times it wouldn't depending on where the wire=0Ahappen
=============
Message 6
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| Subject: | Re: Rotax 914 regulator mounting location |
Hi Kevin,
If you take special care to keep the water out of the wiring, it looks like a good
idea to me. I've a vacpump generator as well. Charges nicely, at 2500 rpm
ore more. That's kind of a handicap during warm up or long taxi runs. That's one
of the reasons for me to have dual independant charger/battery systems. Now
there are 2 mainswitches to forget :-)
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 7
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| Subject: | Re: Engine Run On |
Hi All,
Had the same problem with Craig Wright's aircraft. It was a broken mag wire
on the top of the engine and it was far too tight. I extended the cable and
refitted it and there have been no further problems.
Trev Pond
G-LINN
Message 8
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| Subject: | 914 alternator/regulator |
Before we start the nightmare process of replacing the alternator on
914-powered G-ROOV could anyone point us towards possible other
problems with the electrical system recently identified:
Before start, master on, we see I=0 amps, V=11.
Engine off, loaded I=-5, V=11.
Engine running (essentials on) I=-4, V=11
Engine running (full electrical load) I=-5, V=11
Besides the fact we should be seeing 12V from the battery (we are
charging it now) to my non-expert eye this would suggest alternator
problems but strangely, the idiot light is not illuminated which
suggests that V (alternator) is greater than V(battery) i.e.: we do
not have an alternator problem (unless the lamp has blown and we are
being misguided).
Alternatively if the regulator is shot one would expect to see V
falling as a function of load (I think) but this is not the
case...although we believe the Ducati regulator is not exactly the
best on the market and prone to quite frequent failure.
We are leaning towards simply swapping out the regulator at this stage.
Any thoughts most welcome.
thank you
Kevin Siggery
Message 9
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| Subject: | Re: 914 alternator/regulator |
This may be a over simplified answer, and I admit to being somewhat
electrically deficient, but check the 30A main, inline fuse...
Jeff - Baby Blue
370 hrs
kevin siggery wrote:
>
> Before we start the nightmare process of replacing the alternator on
> 914-powered G-ROOV could anyone point us towards possible other problems
> with the electrical system recently identified:
>
> Before start, master on, we see I=0 amps, V=11.
>
> Engine off, loaded I=-5, V=11.
>
> Engine running (essentials on) I=-4, V=11
>
> Engine running (full electrical load) I=-5, V=11
>
> Besides the fact we should be seeing 12V from the battery (we are
> charging it now) to my non-expert eye this would suggest alternator
> problems but strangely, the idiot light is not illuminated which
> suggests that V (alternator) is greater than V(battery) i.e.: we do not
> have an alternator problem (unless the lamp has blown and we are being
> misguided).
>
> Alternatively if the regulator is shot one would expect to see V falling
> as a function of load (I think) but this is not the case...although we
> believe the Ducati regulator is not exactly the best on the market and
> prone to quite frequent failure.
>
> We are leaning towards simply swapping out the regulator at this stage.
>
> Any thoughts most welcome.
>
> thank you
>
>
>
> Kevin Siggery
>
>
>
>
>
>
> 269.20.2/1270 - Release Date: 2/10/2008 12:21 PM
>
>
Message 10
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| Subject: | Re: 914 alternator/regulator |
Hi Kevin,
This looks like one of the cells in the battery is defect. Do nothing before you
have tried to charge the battery successfully with an external charger. If that
does not give you 13 V at least, case closed, battery dead. From the data
you supply, it looks like the generator is charging anyway.
Regards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 11
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| Subject: | Re: 914 alternator/regulator |
kevin siggery a crit :
>
> Before start, master on, we see I=0 amps, V=11.
Not good : a properly charged battery reads 12.7-12.8 V.
11 V means a bad, bad battery state. A lead acid battery should not stay
discharged for any length of time.
>
> Engine off, loaded I=-5, V=11.
Strange, voltage should sag a little.
>
> Engine running (essentials on) I=-4, V=11
>
> Engine running (full electrical load) I=-5, V=11
>
> Besides the fact we should be seeing 12V from the battery (we are
> charging it now) to my non-expert eye this would suggest alternator
> problems but strangely, the idiot light is not illuminated which
> suggests that V (alternator) is greater than V(battery) i.e.: we do
> not have an alternator problem (unless the lamp has blown and we are
> being misguided).
>
A correctly charging alternator/regulator should read 13.8-14.4 V
> Alternatively if the regulator is shot one would expect to see V
> falling as a function of load (I think) but this is not the case...
What I'do first is check the actual voltages with a portable voltmeter.
Does your onboard really monitor what it is supposed to ?
Best regards,
--
Gilles
http://contrails.free.fr
Message 12
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| Subject: | Re: 914 alternator/regulator |
Kevin,
Its really tough to give a literate answer to your question without
knowing a lot more about your charging and control circuit. It sounds
like you used an established design, which one? What is in between
the alternator and the battery?
What is the voltage coming out of the alternator?
Have you traced the continuity of all wires/connectors? In the battery/
charging circuit there should only be fat wires and very low resistance
connections. Is this the case in your aircraft?
--------
Ira N224XS
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