Today's Message Index:
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1. 04:35 AM - What does Ducati warning light tell you? (Remi Guerner)
2. 06:00 AM - Re: Suberuopa (Kevin Klinefelter)
3. 06:09 AM - Re: Suberuopa (Kevin Klinefelter)
4. 06:48 AM - Re: Suberuopa (Bob Borger)
5. 07:33 AM - Re: Suberuopa (rparigoris)
6. 10:19 AM - Re: Suberuopa (Fred Klein)
7. 10:34 AM - Re: Suberuopa (Fred Klein)
Message 1
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| Subject: | What does Ducati warning light tell you? |
Hi Ron,
I do not know of any documentation on how this light works but based on
my experience in the field this is what I can tell you:
The only thing it does is indicating whether the integrated permanent
magnet alternator is supplying power or not.
1. Engine not running, battery master on, alternator master on: le light
is on.
2. Engine not running, battery master on, alternator master off (which
means alternator disconnected from the bus): the light is off.
3. Engine running, battery master on, alternator master on: the light is
off: this is the normal condition.
4. Now if you turn the alternator master switch off, the light does not
turn on. This is because the alternator is still supplying power.
5. From the normal condition 3. above: if you experience an overvoltage
(due to regulator failure) the light does not turn on.
6. From the normal condition 3. above: if you experience an
undervoltage the light does not turn on.
As a conclusion, it would be nice to have a separate warning device for
under/overvoltage conditions.
Hope this helps
Remi Guerner
F-PGKL
Message 2
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Hey Fred,
What do you hear from Alex Bowman and his Honda powered monowheel? I have
wondered how that is going...
Kevin
Message 3
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Wow Fred,
That looks awesome. 140 HP! I sure hope you can balance this bird. Maybe you
you should put those radiators in the tail!!
Kevin
> Engine from RAM Performance w/ MPEFI; dual inlet ports (one per
> cylinder) produces 140 hp @ 5500 rpm; Autoflite PSRU means prop
> rotation will be counter-clockwise.
>
> Fred
> ...jus eatin the elephant...one bite at a time...
>
>
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Message 4
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Fred,
Very impressive rig. 140 ponies, should make'r git up and go.
Lotsa mass up front there though. How 'bout the radiator mounted in an underside
duct aft of the wheel well ala P-51. Help move the CG aft a bit. Might even
get a few pounds of thrust out of it (like the P-51) if you design the diverge/converge
sections right..
Too bad you can't put the radiators in the wing roots like the Spitfire. They'd
fit right in with the Spitfire wing root fairings!
What are your plans for a prop? An engine like that just begs for a C/S prop to
take max advantage of the available HP & torque. Is there one available for
a backward turning prop?
Keep up the good work,
Bob Borger
On Wednesday, February 17, 2010, at 08:24PM, "Fred Klein" <fklein@orcasonline.com>
wrote:
>Guys...reached a major milestone w/ the completion of my engine mount
>and trial fitting of my engine and cowls. Everything seems to be
>true, level, and properly aligned w/ prop flange offset as per manual.
>Offset required some tweaking of the footwells; looks like the offset
>will also require two small blisters on the top cowl...one for the
>front corner of the stbd fuel rail, and one for an offending edge of
>the starter motor housing. Cowls are from Alex Bowman's molds who used
>them w/ his Honda/CAM 125 engine. I'll be needing a 2.5 to 3 inch prop
>hub extension.
>
>Now on to the inlet and exit ducts for the 2 radiators...exhaust
>system to follow; if anyone has had experience w/ so called "Swiss
>mufflers", I'd love to hear about it.
>
>Engine from RAM Performance w/ MPEFI; dual inlet ports (one per
>cylinder) produces 140 hp @ 5500 rpm; Autoflite PSRU means prop
>rotation will be counter-clockwise.
>
>Fred
>...jus eatin the elephant...one bite at a time...
>
>
Message 5
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Hi Fred
Looks like a nice going!
Flying an Europa closer to aft CG is desirable. As Andy pointed out in a fax some
time ago moving aft limit forward an inch over 1370 lb gross is probably a
good idea.
Here's what I did in an attempt to get aft weight but have that weight at least
be doing something useful:
I am shooting for closer to aft with my 914, intercooler, Airmaster, SD20S on accessory
pad XS Mono, with short and long wings.
I chose to mount battery aft which I calculated using Eric Jones #4CCA and no
question it nets out to less weight compared to front mounting and putting lead
on tail. It also allowed me to use a battery switch and all sorts of other electrial
stuff installed in headrest/s:
http://www.europaowners.org/forums/gallery2.php?g2_itemId=30502
http://www.europaowners.org/forums/gallery2.php?g2_itemId=30683
http://www.europaowners.org/forums/gallery2.php?g2_itemId=30710
Added a rollbar where shoulder harness attaches thus headrests not called upon
for structural integrity:
http://www.europaowners.org/forums/gallery2.php?g2_itemId=27386
Took about 15% load off stabilator to mass balance weight by adding lead to front
of stabilators, it nets to 3 lbs of lead, but I get to remove .8 lbs from mass
balance weight, thus all up weight will be increased by 2.2 lbs, but it is
a fairly aft 2.2 lbs
Also in rudder area I added some weight by adding an extra hinge, gave the two
lower hinge area a bias 2 BID layup, added a set of outriggers to tailwheel spring
(help torsional loading, hopeful not break fuse before things bend), added
turnbuckles for tailwheel drive, added a Graham ripoff tailwheel stop, and fabricated
some trapezoid spacers to better distribute load of thimbles to tailwheel
horn:
http://www.europaowners.org/forums/gallery2.php?g2_itemId=27732
If it ends up I am a bit tailheavy, no problem. Did you ever see the Vans higher
number (think LSA) with Rotax? It has pitot coming out of center of spinner
(prop shaft is hollow on 91Xs. I will bet it could be used for a rapid firepaint
ball machine gun using Soldier of Fortune style rapid fire cheap and inexpensive
BB guns that if you install a stainless barrel they are devastating on 150PSI
(came with a freon can that did not provide much pressure for too long
and thin wall aluminium barrel that blew apart at 65PSI). Anyway when chasing
other Europas it would be more fun if you filled paintballs instead with paint,
bird droppings!
Have fun
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=286939#286939
Message 6
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On Feb 18, 2010, at 5:41 AM, Kevin Klinefelter wrote:
> That looks awesome. 140 HP!
Kevin...in truth, the 140 was the claimed figure for RAM's 115 hp
engine w/ the dual porting; dyno reading for my engine showed 144 hp @
5500, with 153 ft lbs torque @ 4000 rpm, but those tests were without
the PSRU attached...doing so undoubtedly incurs some losses.
> I sure hope you can balance this bird.
I think the balancing act will turn out fine...ya gotta be an
optimist...I'll keep the "list" appraised of course. I've worked to
tuck the engine a bit further aft than the 9XX...my port valve cover
is nestled into the scalloped area of the footwell...that
helps...some. The "wet" engine weight is claimed to be 176 lbs...but
that figure cannot include both exhaust and cooling systems since they
are not provided. I've yet to hang the engine on a scale.
> Maybe you you should put those radiators in the tail!!
I'll take your explanation marks to mean you aren't being entirely
serious...but in fact I had considered such a thing...for now, I'm
focused on keeping them upfront.
Fred
Message 7
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On Feb 18, 2010, at 6:36 AM, Bob Borger wrote:
> Lotsa mass up front there though.
Bob,
The pix I posted suffers from some wide angle distortion...it's not
near as massive as it appears.
> How 'bout the radiator mounted in an underside duct aft of the wheel
> well ala P-51. Help move the CG aft a bit. Might even get a few
> pounds of thrust out of it (like the P-51) if you design the diverge/
> converge sections right..
Y'know...goin down this road I've chosen is a slippery
slope...believe it or not, my mantra is to "manage the degree of
novelty", as unlikely as it may appear.
> What are your plans for a prop? An engine like that just begs for a
> C/S prop to take max advantage of the available HP & torque. Is
> there one available for a backward turning prop?
I know Alex Bowman's Honda/CAM 125 is fitted w/ an Airmaster which
turns counter clockwise, so availability is not an issue for a C/S
prop...weight and balance may be (not so for Alex). The torque "curve"
for my engine is pretty flat...see graph below.
Thanks for your encouraging words.
Fred
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