Today's Message Index:
----------------------
1. 01:01 AM - Re: Hacman Gen 3 Mixture Control (Remi Guerner)
2. 01:31 AM - Rotax 914 and Dynon comparability to calculate actual fuel used (Tony Renshaw)
3. 02:10 AM - Re: Hacman Gen 3 Mixture Control (captaincooper)
4. 03:39 AM - Re: Re: Is there any reason to have a separate battery and alt switc (Gilles Thesee)
5. 05:54 AM - Re: Re: Is there any reason to have a separate battery and alt switc (William Daniell)
6. 06:11 AM - Re: Re: Is there any reason to have a separate battery and alt switc (William Daniell)
7. 06:12 AM - Re: Re: Is there any reason to have a separate battery and alt switc (William Daniell)
8. 06:23 AM - Re: Re: Is there any reason to have a separate battery and alt switc (Gilles Thesee)
9. 11:03 AM - Re: Re: Is there any reason to have a separate battery and alt switc (William Daniell)
10. 12:39 PM - Re: Hacman Gen 3 Mixture Control (rparigoris)
Message 1
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Subject: | Re: Hacman Gen 3 Mixture Control |
>
Coop,
30mm H2o= .043 PSI
That is an extremely low pressure.
I am working on a new device using an small axial fan to generate the succion.
It works very well on the bench. I will test it in flight within the next few
weeks and will come back with the results.
Remi
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Subject: | Rotax 914 and Dynon comparability to calculate actual fuel |
used
Gidday,
I am planning a fuel return line for a 914 powered aircraft and wondering what
the fuel impeller in the return line of a Dynon setup looks like. Im keen to know
where I should locate a fuel return line reference the top of the foot wells
on the firewall, how high I penetrate the return line through the firewall.
If anyone has this combination Id be keen to know where you have put your return
line inducer? Thanks.
Regards
Tony Renshaw
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Subject: | Re: Hacman Gen 3 Mixture Control |
Look forward to hearing. I bought a micro suction pump to try out also. Wont arrive
for two months though, but will let you know.
I find with the hacman taking its suction from the Venturi runs out of suction
and I cant get to peak EGT
--------
Coop
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Subject: | Re: Is there any reason to have a separate battery and |
alt switc
Le 13/05/2020 04:17, William Daniell a crit:
>
> /Fortunately my 912 turbo will run at low boost on just the mechanical
> pump so i am not electrically dependant./
> /
> /
> /On another note what is the max possible amps produced by the rotax
> alt? /
Will,
We found that the alternator can easily supply its short circuit limit
current of 21A without thermal distress.
The limiting item is the voltage regulator.
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
Message 5
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Subject: | Re: Is there any reason to have a separate battery and |
alt switc
Mmmm thanks
So where did the question come from?
I have a 912 turbo with a skyview.
About once a flight my amps go up off the chart - 70a - ending up with a
red x on the screen (no sparks or smoke :-)). After which the instrument
comes alive and the amps reduce to normal 7-10 depending on the load. And
remain normal thereafter.
When the amps are climbing the reading can be "reset" by turning off the
alternator and then turning it back in again.
I have a hall effect sensor on the thick wire which charges the battery and
this changes very little as on would expect.
I asked the europa and the aeroelectric forums and dynon. Several people
said they had similar events. So having checked the wiring i assumed
that this was a dynon bug.
AND ....I always understood that the alternator was unable to produce more
than 18A hence people adding external alternator. But is thus a fair
assumption?
Could it be a faulty regulator?
Will
William Daniell
+1 786 878 0246
On Wed, May 13, 2020, 06:41 Gilles Thesee <gilles@elixir-aircraft.com>
wrote:
> Le 13/05/2020 =C3- 04:17, William Daniell a =C3=A9crit :
>
>
> *Fortunately my 912 turbo will run at low boost on just the mechanical
> pump so i am not electrically dependant.*
>
> *On another note what is the max possible amps produced by the rotax alt?
*
>
>
> Will,
>
> We found that the alternator can easily supply its short circuit limit
> current of 21A without thermal distress.
> The limiting item is the voltage regulator.
>
>
> --
> Best regards,
> Gilles
> http://contrails.free.fr
> http://lapierre.skunkworks.free.fr
>
Message 6
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Subject: | Re: Is there any reason to have a separate battery and |
alt switc
PS:
1. this was a new rectifier 3 years ago and has 225 hours on it
2. Thanks to your and other comments on the forum although it is on the
engine side of the firewall, it does have its own cooling air supply via a
scat hose from a small scoop in the cowling inlet.
William Daniell
LONGPORT
+1 786 878 0246
On Wed, May 13, 2020 at 8:52 AM William Daniell <wdaniell.longport@gmail.co
m>
wrote:
> Mmmm thanks
>
> So where did the question come from?
>
> I have a 912 turbo with a skyview.
>
> About once a flight my amps go up off the chart - 70a - ending up with a
> red x on the screen (no sparks or smoke :-)). After which the instrumen
t
> comes alive and the amps reduce to normal 7-10 depending on the load. And
> remain normal thereafter.
>
> When the amps are climbing the reading can be "reset" by turning off the
> alternator and then turning it back in again.
>
> I have a hall effect sensor on the thick wire which charges the battery
> and this changes very little as on would expect.
>
> I asked the europa and the aeroelectric forums and dynon. Several people
> said they had similar events. So having checked the wiring i assumed
> that this was a dynon bug.
> AND ....I always understood that the alternator was unable to produce mor
e
> than 18A hence people adding external alternator. But is thus a fair
> assumption?
>
> Could it be a faulty regulator?
>
> Will
>
>
> William Daniell
> +1 786 878 0246
>
> On Wed, May 13, 2020, 06:41 Gilles Thesee <gilles@elixir-aircraft.com>
> wrote:
>
>> Le 13/05/2020 =C3- 04:17, William Daniell a =C3=A9crit :
>>
>>
>> *Fortunately my 912 turbo will run at low boost on just the mechanical
>> pump so i am not electrically dependant.*
>>
>> *On another note what is the max possible amps produced by the rotax alt
?
>> *
>>
>>
>> Will,
>>
>> We found that the alternator can easily supply its short circuit limit
>> current of 21A without thermal distress.
>> The limiting item is the voltage regulator.
>>
>>
>> --
>> Best regards,
>> Gilles
>> http://contrails.free.fr
>> http://lapierre.skunkworks.free.fr
>>
>
Message 7
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Subject: | Re: Is there any reason to have a separate battery and |
alt switc
PPS - I have the OVP as required on the Z16 and this has not tripped.
William Daniell
LONGPORT
+1 786 878 0246
On Wed, May 13, 2020 at 9:09 AM William Daniell <wdaniell.longport@gmail.co
m>
wrote:
> PS:
> 1. this was a new rectifier 3 years ago and has 225 hours on it
> 2. Thanks to your and other comments on the forum although it is on the
> engine side of the firewall, it does have its own cooling air supply via
a
> scat hose from a small scoop in the cowling inlet.
>
>
> William Daniell
> LONGPORT
> +1 786 878 0246
>
>
> On Wed, May 13, 2020 at 8:52 AM William Daniell <
> wdaniell.longport@gmail.com> wrote:
>
>> Mmmm thanks
>>
>> So where did the question come from?
>>
>> I have a 912 turbo with a skyview.
>>
>> About once a flight my amps go up off the chart - 70a - ending up with
a
>> red x on the screen (no sparks or smoke :-)). After which the instrume
nt
>> comes alive and the amps reduce to normal 7-10 depending on the load. An
d
>> remain normal thereafter.
>>
>> When the amps are climbing the reading can be "reset" by turning off the
>> alternator and then turning it back in again.
>>
>> I have a hall effect sensor on the thick wire which charges the battery
>> and this changes very little as on would expect.
>>
>> I asked the europa and the aeroelectric forums and dynon. Several peopl
e
>> said they had similar events. So having checked the wiring i assumed
>> that this was a dynon bug.
>> AND ....I always understood that the alternator was unable to produce
>> more than 18A hence people adding external alternator. But is thus a fa
ir
>> assumption?
>>
>> Could it be a faulty regulator?
>>
>> Will
>>
>>
>>
>> William Daniell
>> +1 786 878 0246
>>
>> On Wed, May 13, 2020, 06:41 Gilles Thesee <gilles@elixir-aircraft.com>
>> wrote:
>>
>>> Le 13/05/2020 =C3- 04:17, William Daniell a =C3=A9crit :
>>>
>>>
>>> *Fortunately my 912 turbo will run at low boost on just the mechanical
>>> pump so i am not electrically dependant.*
>>>
>>> *On another note what is the max possible amps produced by the rotax
>>> alt? *
>>>
>>>
>>> Will,
>>>
>>> We found that the alternator can easily supply its short circuit limit
>>> current of 21A without thermal distress.
>>> The limiting item is the voltage regulator.
>>>
>>>
>>> --
>>> Best regards,
>>> Gilles
>>> http://contrails.free.fr
>>> http://lapierre.skunkworks.free.fr
>>>
>>
Message 8
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Subject: | Re: Is there any reason to have a separate battery and |
alt switc
Le 13/05/2020 14:52, William Daniell a crit:
> /
> /
> /I have a 912 turbo with a skyview./
> /
> /
> /About once a flight my amps go up off the chart - 70a - ending up
> with a red x on the screen (no sparks or smoke :-)). After which the
> instrument comes alive and the amps reduce to normal 7-10 depending on
> the load. And remain normal thereafter./
> /
> /
> /When the amps are climbing the reading can be "reset" by turning off
> the alternator and then turning it back in again./
> /
> /
> /I have a hall effect sensor on the thick wire which charges the
> battery and this changes very little as on would expect./
> /
> /
> /I asked the europa and the aeroelectric forums and dynon. Several
> people said they had similar events. So having checked the wiring i
> assumed that this was a dynon bug. /
> /AND ....I always understood that the alternator was unable to produce
> more than 18A hence people adding external alternator. But is thus a
> fair assumption?/
> /
> /
> /Could it be a faulty regulator?/
Will,
Understand your concern.
I'd say an ammeter is not very useful as a *cockpit* instrument. An
alternator is physically /incapable /of supplying more than its
short-circuit current (21A for the Rotax).
What counts is *voltage* : under 12V, no charging, above 13+ V, system
is charging, above ~15V, overvoltage etc.
I cannot help you on the Dynon, since I never installed or used one, and
never bothered to read its manual.
Nevertheless, anytime you have an odd looking *instrument indication*,
the first thing to do is check what the *actual value* of the indicated
parameter is.
So the first thing to do is record or take note of the ship circuits
voltage with an idependent instrument. If you don't have a panel
voltmeter, your VHF certainly provides a voltage indication. Otherwise
you'll need a portable voltmeter or datalogger.
Only then will come the time to make assumptions as to what actually
occurs and what is at fault.
FWIW,
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
Message 9
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Subject: | Re: Is there any reason to have a separate battery and |
alt switc
My voltage is a steady 13.8 so going back to my school electricity assuming
a constant load and constant voltage the amps should be constant as well.
My second ammeter on the bat + fat wire shows a consistent charge once the
starting energy has been recovered.
In any case I will follow your advice and measure V and A with a separate
instrument.
thanks
Will
William Daniell
LONGPORT
+1 786 878 0246
On Wed, May 13, 2020 at 9:25 AM Gilles Thesee <gilles@elixir-aircraft.com>
wrote:
> Le 13/05/2020 =C3- 14:52, William Daniell a =C3=A9crit :
>
>
> *I have a 912 turbo with a skyview.*
>
> *About once a flight my amps go up off the chart - 70a - ending up with
a
> red x on the screen (no sparks or smoke :-)). After which the instrumen
t
> comes alive and the amps reduce to normal 7-10 depending on the load. And
> remain normal thereafter.*
>
> *When the amps are climbing the reading can be "reset" by turning off the
> alternator and then turning it back in again.*
>
> *I have a hall effect sensor on the thick wire which charges the battery
> and this changes very little as on would expect.*
>
> *I asked the europa and the aeroelectric forums and dynon. Several peopl
e
> said they had similar events. So having checked the wiring i assumed
> that this was a dynon bug. *
> *AND ....I always understood that the alternator was unable to produce
> more than 18A hence people adding external alternator. But is thus a fai
r
> assumption?*
>
> *Could it be a faulty regulator?*
>
> Will,
>
> Understand your concern.
>
> I'd say an ammeter is not very useful as a *cockpit* instrument. An
> alternator is physically *incapable *of supplying more than its
> short-circuit current (21A for the Rotax).
>
> What counts is *voltage* : under 12V, no charging, above 13+ V, system is
> charging, above ~15V, overvoltage etc.
>
> I cannot help you on the Dynon, since I never installed or used one, and
> never bothered to read its manual.
>
>
> Nevertheless, anytime you have an odd looking *instrument indication*, th
e
> first thing to do is check what the *actual value* of the indicated
> parameter is.
>
> So the first thing to do is record or take note of the ship circuits
> voltage with an idependent instrument. If you don't have a panel voltmete
r,
> your VHF certainly provides a voltage indication. Otherwise you'll need a
> portable voltmeter or datalogger.
>
> Only then will come the time to make assumptions as to what actually
> occurs and what is at fault.
>
> FWIW,
> --
> Best regards,
> Gilles
> http://contrails.free.fr
> http://lapierre.skunkworks.free.fr
>
Message 10
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Subject: | Re: Hacman Gen 3 Mixture Control |
Hi Kingsley
You wrote To my knowledge, the Bing Carb has no power jet. A 914 doesn't have a
power jet but it does have a hand in breeze. When requesting war emergency power
an enriching solenoid does exactly opposite of what a Hacman does and increases
pressure to float bowl and enriches the mixture. It does this by instead
of plumbing float bowl to airbox pressure, it plumbs it to an area of higher
pressure than the airbox pressure. 914 is very dependent on float bowl gasket
not leaking. I'm going Viton gasket and 912 wire bale and not overtorque bowl
and bend float bowl. I imagine with a 912 or 912S with Hacman flaot bowl seal
is more important than without?
Ron P.
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