---------------------------------------------------------- JabiruEngine-List Digest Archive --- Total Messages Posted Tue 03/25/08: 8 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 02:49 AM - Re: Wiring 3300 to an alternator switch (jetboy) 2. 09:40 AM - Re: Re: Wiring 3300 to an alternator switch (Noel Loveys) 3. 11:23 AM - Fuel flow test (DanM) 4. 11:54 AM - Re: Fuel flow test (Ron Shannon) 5. 12:35 PM - Re: Fuel flow test (Lynn Matteson) 6. 02:38 PM - Re: Fuel flow test (Ed D'Antoni) 7. 03:37 PM - Re: Fuel flow test (Ed D'Antoni) 8. 09:49 PM - Re: Re: Wiring 3300 to an alternator switch (Fiveonepw@aol.com) ________________________________ Message 1 _____________________________________ Time: 02:49:56 AM PST US Subject: JabiruEngine-List: Re: Wiring 3300 to an alternator switch From: "jetboy" Mark, That regulator cct diagram really is difficult to follow with the transistors drawn upside down etc. but after studying it for a few years I decided it should work. Both the sense transistors and the ouput do get full wave rectifiers - its just that 2 diodes of the bridge are used for both functions and each of the SCRs forming the remainder of the bridge just supply the output -ve return. I have not tried fitting the 'charge' lamp and in my plane it would give me flat battery anyway. The 85 Volts or so is allways available from the PMA if unloaded however with this type of regulator its not likely to ever get thru to the output unless the sense wire has become disassociated with the output. it would not be as violent as an automotive field controlled alternator going full on however now that all engines are fitted with the 20 amp 6 pole stator the battery may not contain the excess for long. Best practice is to cut off the regulator connector and crimp splice or solder the PMA wires. This is now covered in the manuals or bulletins somewhere due to wiring fires. Then crimp the red & yellow together and via fusible wire link to battery. Crimp black wire to a ground lug and also to -ve wire to battery -ve lug. Otherwise use wiring diagram Z20 Ralph -------- Ralph - CH701 / 2200a Read this topic online here: http://forums.matronics.com/viewtopic.php?p=172464#172464 ________________________________ Message 2 _____________________________________ Time: 09:40:18 AM PST US From: "Noel Loveys" Subject: RE: JabiruEngine-List: Re: Wiring 3300 to an alternator switch -----Original Message----- From: owner-jabiruengine-list-server@matronics.com [mailto:owner-jabiruengine-list-server@matronics.com] On Behalf Of jetboy Sent: Tuesday, March 25, 2008 7:17 AM Subject: JabiruEngine-List: Re: Wiring 3300 to an alternator switch I have not tried fitting the 'charge' lamp and in my plane it would give me flat battery anyway. That's the reason they have the master switch on the battery lead. What I don't like is there is no way to disconnect the feed from the regulator to the main buss. I think I'd like to have one in case of a problem with the rectifier/regulator. Noel ________________________________ Message 3 _____________________________________ Time: 11:23:08 AM PST US Subject: JabiruEngine-List: Fuel flow test From: "DanM" I'm going to try and do the initial start of my 2200a engine, Kitfox IV, in about two weeks, I think a fuel flow test is necessary prior to the start. Anybody out there have information or documents on this procedure? thanks -------- Dan Mc Intyre Kitfox Model IV, Jab 2200 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=172578#172578 ________________________________ Message 4 _____________________________________ Time: 11:54:52 AM PST US From: "Ron Shannon" Subject: Re: JabiruEngine-List: Fuel flow test A flow test isn't necessary before first start, though fuel to the engine is mandatory! :-) To do a fuel flow test, position the airplane in max climb attitude, usually somewhere in the neighborhood of 20-22 deg. nose high. Test fuel flow at the carb inlet. It should be 150% of the wide open throttle (WOT) requirements of the engine. The 3300 is WOT flow is about 10 GPH, so we want fuel flow of about 16 GPH to be safe. Not sure about the 2200's WOT consumption rate. Ron On Tue, Mar 25, 2008 at 11:19 AM, DanM wrote: > > I'm going to try and do the initial start of my 2200a engine, Kitfox IV, > in about two weeks, I think a fuel flow test is necessary prior to the > start. Anybody out there have information or documents on this procedure? > > thanks > > -------- > Dan Mc Intyre > Kitfox Model IV, Jab 2200 > > ________________________________ Message 5 _____________________________________ Time: 12:35:31 PM PST US From: Lynn Matteson Subject: Re: JabiruEngine-List: Fuel flow test I attended a forum given by Jack Dueck at Oshkosh in Summer of '05. I think he works for the EAA at Oshkosh. I got a handout describing the method. Maybe there's something online through EAA. I'd give them a shout/email and see. I also think that Jabiru has a method that they use, at least I read that somewhere. I'd give Pete, Andy or Jim a call. Basically what you're doing is seeing if the fuel system will flow 150% of what the engine will require in a gravity-flow, high-wing plane. The handout that I have talks in terms of weight of the fuel, and has a graph that converts horsepower to lbs of fuel per hour. Lynn Matteson Grass Lake, Michigan Kitfox IV Speedster w/Jabiru 2200 flying w/480+ hrs/down for annual On Mar 25, 2008, at 2:19 PM, DanM wrote: > > > I'm going to try and do the initial start of my 2200a engine, > Kitfox IV, in about two weeks, I think a fuel flow test is > necessary prior to the start. Anybody out there have information > or documents on this procedure? > > thanks > > -------- > Dan Mc Intyre > Kitfox Model IV, Jab 2200 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=172578#172578 > > ________________________________ Message 6 _____________________________________ Time: 02:38:58 PM PST US From: "Ed D'Antoni" Subject: Re: JabiruEngine-List: Fuel flow test The Fuel flow test is detailed in Tony Bingelis' book Fire Wall Forward (Page 175). A simplified version is described in EAA Experimenter, 2003 May edition. It is probably also somewhere in FAA's Acceptable Methods --- AC43.13. Part of the documentation for registration includes self certification that you have carried out a fuel flow test. Ed Lynn Matteson wrote: I attended a forum given by Jack Dueck at Oshkosh in Summer of '05. I think he works for the EAA at Oshkosh. I got a handout describing the method. Maybe there's something online through EAA. I'd give them a shout/email and see. I also think that Jabiru has a method that they use, at least I read that somewhere. I'd give Pete, Andy or Jim a call. Basically what you're doing is seeing if the fuel system will flow 150% of what the engine will require in a gravity-flow, high-wing plane. The handout that I have talks in terms of weight of the fuel, and has a graph that converts horsepower to lbs of fuel per hour. Lynn Matteson Grass Lake, Michigan Kitfox IV Speedster w/Jabiru 2200 flying w/480+ hrs/down for annual On Mar 25, 2008, at 2:19 PM, DanM wrote: > > > I'm going to try and do the initial start of my 2200a engine, > Kitfox IV, in about two weeks, I think a fuel flow test is > necessary prior to the start. Anybody out there have information > or documents on this procedure? > > thanks > > -------- > Dan Mc Intyre > Kitfox Model IV, Jab 2200 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=172578#172578 > > --------------------------------- Ask a question on any topic and get answers from real people. Go to Yahoo! Answers. ________________________________ Message 7 _____________________________________ Time: 03:37:34 PM PST US From: "Ed D'Antoni" Subject: Re: JabiruEngine-List: Fuel flow test Here is the exact wording from the FAA's Amateur-Built Aircraft and Ultralight Flight testing handbook which you can download at: http://www.faa.gov/library/manuals/aircraft/media/ac90-89a.pdf e. Fuel Flow and Unusable Fuel Check: This is a field test to ensure the aircraft engine will get enough fuel to run properly, even if the aircraft is in a steep climb or stall attitude. (1) First, place the aircrafts nose at an angle 5 degrees above the highest anticipated climb angle. The easiest and safest way to do this with a conventional gear aircraft is to dig a hole and place the aircrafts tail in it. For a nose gear aircraft, build a ramp to raise the nose gear to the proper angle. (2) Make sure the aircraft is tied-down and chocked. With minimum fuel in the tanks, disconnect the fuel line to carburetor. The fuel flow with a gravity flow system should be 150 percent of the fuel consumption of the engine at full throttle. With a fuel system that is pressurized, the fuel flow should be at least 125 percent. When the fuel stops flowing, the remaining fuel is the unusable fuel quantity. (3) Since the fuel consumption of most modern engines is approximately .55 pounds per brake horsepower per hour for a 100 horsepower engine, the test fuel flow should be 82.5 pounds (13.7 gallons) per hour for gravity feed, or 68.75 pounds (11.5 gallons) per hour for a pressurized system. The pounds per hour divided by 60 equals 1.4 pounds and 1.15 pounds per minute fuel rate respectively. NOTE: Formula for fuel flow rate gravity feed is .55 x engine horsepower x 1.50 pounds of fuel per hour divided by 60 to get pounds per minute, divided by 6 to get gallons per minute. For a pressurized system, substitute 1.25 for 1.50 to determine fuel flow rate. f. Changing Fuel Flow or Pressure: If the aircrafts fuel flow rate is less than planned, there is a volume or pressure problem. An increase in the fuel flow volume may necessitate installation of larger fuel line fittings on the fuel tanks, fuel selector, and carburetor in addition to larger internal diameter fuel lines. To increase fuel pressure, install an electrically driven or engine driven mechanical fuel pump prior to the first flight. Lynn Matteson wrote: I attended a forum given by Jack Dueck at Oshkosh in Summer of '05. I think he works for the EAA at Oshkosh. I got a handout describing the method. Maybe there's something online through EAA. I'd give them a shout/email and see. I also think that Jabiru has a method that they use, at least I read that somewhere. I'd give Pete, Andy or Jim a call. Basically what you're doing is seeing if the fuel system will flow 150% of what the engine will require in a gravity-flow, high-wing plane. The handout that I have talks in terms of weight of the fuel, and has a graph that converts horsepower to lbs of fuel per hour. Lynn Matteson Grass Lake, Michigan Kitfox IV Speedster w/Jabiru 2200 flying w/480+ hrs/down for annual On Mar 25, 2008, at 2:19 PM, DanM wrote: > > > I'm going to try and do the initial start of my 2200a engine, > Kitfox IV, in about two weeks, I think a fuel flow test is > necessary prior to the start. Anybody out there have information > or documents on this procedure? > > thanks > > -------- > Dan Mc Intyre > Kitfox Model IV, Jab 2200 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=172578#172578 > > --------------------------------- ________________________________ Message 8 _____________________________________ Time: 09:49:36 PM PST US From: Fiveonepw@aol.com Subject: Re: JabiruEngine-List: Re: Wiring 3300 to an alternator switch Ralph- Thanks for the description- with your help, I think I have it sorted out! Appreciate the assist- Mark **************Create a Home Theater Like the Pros. Watch the video on AOL Home. 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