Today's Message Index:
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1. 02:16 PM - Rough fields (Fergus Kyle)
2. 02:53 PM - turbo control motor switch (Fergus Kyle)
3. 03:45 PM - Re: turbo control motor switch (rparigoris)
Message 1
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I know I may sound like a fuss-budget but I have the suspicion that
rough field deployment is fairly common for us Europhiles. In Her Majesty's
Wind Force, Canadian branch, we seemed to specialize in bumpy landings and
bumpy fields where I learned the early stuff.
My instructor was fairly level about most rash errors (as were most
of his ilk) but one fault brought the rear joystick to the back of the
miscreant's neck more than any other:
"Never let the controls bang against the stops..."
This meant a hand on the stick at all times in bumpy conditions - turb,
landing, gusts, taxying. Sounds pretty basic (especially landing), but over
a period it's not unusual for the stick to be whipped out of one's hand -
and that's a no-no.
"It's finger tips for guidance elsewhere, but I want a firm grip in the
bumps, Kyle! One thump against the stops and I'll barbeque your left cheek.
In two months you'll be gone, and I'll still be in here saying it to the
next guy."
His voice rings in my ears to this day. I suggest we make the
precaution in all our work....just my nickel's worth.
Ferg
Message 2
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| Subject: | turbo control motor switch |
Is it me?
In aligning the switches and allowing for spares etc., I came across
an admonition to interrupt the wires #14 & #2 'twixt turbo motor and control
box with an ON/OFF switch. It is not provided but allows for a shut-off of
the automatic adjustment of the gate in case it goes wild....
I went through the Europa installation book of words and found no
mention of same, but the Rotax install manual brings it up in one small
sentence.
I missed that.
Then I began to read back, and found the MAIN 914F manual page 213/
1997/02/01- the harness chart - and no interruptor switch there either, but
it's on the electrical circuit diagram on Installation page 74(? - I'm away
from paper).
Obviously I used the wrong source from time to time and neglected the
pursuant pages when setting up. The 'structions say a guarded or protected
switch is needed.
Just a precaution..........
Cheers, Ferg
Message 3
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| Subject: | Re: turbo control motor switch |
Hi Ferg
Figured would mention that for those operating a 914, you should be familiar with
a RTCA DO 178 B take off as depicted in the 914 operators manual.
To make things simple, the complex sensor riddled 914 has those sensors connected
to the TCU (Turbo Control Unit). The TCUs only decision making it is capiable
of is to leave the wastegate opened, or close it.
If you are counting on war emergency power (115%) to clear that 150 foot tree at
the end of your 800 foot runway in the middle of the summer that is situated
on the peak of a mountain, it would be a real drag if your TCU for one of many
reasons descided to turn your Belsh fire 914 into a 912. If you turn off TCU
with wastgate closed and use your throttle to limit boost to maximum, you can
be assured wastegate will at least remain closed. This would not be a good idea
for long periods of time, but to clear hazard, a good thing to know about.
Another attribute to knowing your power plant, is you can cycle things and shut
off servo with wastegate full opened. This way if you have some sort of malfunction,
just turn it into a 912.
Just a side note, if you overboost a 914 because for whatever reason the wastegate
is remaining closed, the fuel pressure regulator can not keep up with demands
of motor and you will run out of gas in carb float bowls, when enough gas
fills bowls engine will come back to life, and run out again, etc. etc. anyway
if you were able to turn off turbo by opening wastegate, motor is just a 912
and chances are things will be fine till you get on ground. If you had a differential
fuel pressure gauge you could see the tail wagging the dog. If you use
throttle to limit MP, for a short time not too bad a thing, but you can overspeed
turbo and make it work plenty hard with the restricted outpu, not too good
for long life of turbo.
Anyway if you fly a 914, be very familiar how to reboot or cycle TCU and practice
to learn what is normal, and if all else fails practice how to just plain turn
it off. Also if you are depending on more than what your motor can put out
as a 912 to clear an obstruction, practice DO 178 b take offs.
Ron Parigoris
Visit - www.EuropaOwners.org
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