also Fred, As I'm not building a Europa but a kit from another company, I'm not sure for the 10.2 mm and up. But I'm sure drill bit sizes for rivets ARE metric translatins of inch sizes. Regards, Gi
Hi all, There have been rumors about the Rotax 912/914 rectifier-regulators toasting in service. I'm in the process of installing a Rotax 914 in my project, and would be interested in knowing wether
Hi all, Please pardon me to jump in. My present project is not a Europa but a Dyn Aero MCR 4S four seater, with a Rotax 914. However we share many common concerns and maybe sonebody could ben interes
Hi Bob and all, it. The servo in itself isn't necessarily a bad choice : control forces are very light on MCRs. But I'm sure the CONTROL BOX is crap. is Do you mean your servo is a non reversal type,
Paul, We are in the process of completing the electrical circuit on our project. We do have a Rotax 914 engine. According to the Rotax documents the purpose of this switch is to disconnect the waste
I am still curious about the need to Maybe some shortcoming in the TCU software.. My thoughts are about the flight. been Surge should be noticeable by unstable manifold pressure and/or engine power o
914 fuel pump, but I can't find actual data to class the reg as very poor, though. There are anecdotal reports, but FAA's Service Difficulty Reports -- as as voluntary program it's a database of ane
Graham, Thank you for your message. The regulator I was speaking of comes in the crate with the Rotax engines. It has Ducati Energia stamped on it. It is not a shunt regulator. The problem is, there
Hi Steve and all, your the I'm sad to say that IF your engine fell off, NO TRIM in the world could compensate for the missing weight. What you can do is secure the engine to the airframe with metal c
Fred, Would you mind sharing with us the regulator schematics you have ? cleverly fail-safe (zero/low output when the most likely components fail - the ones that get hot). The ones which could cause
Fred, Thanks for your answer. nothing independent of that. they rectifier, which is not fail-safe because the ground return is hard-wired. But here each SCR alternately provides its sibling's ground
Cliff, This earthing wire is the negative RETURN PATH for the alternator current. Same gauge as the POSITIVE WIRE. Must be capable of sustaining 20-25 amps. Hope this helps, Gilles Thesee Grenoble, F
Richard, The following comments apply toi the Rotax 912/914 INTERNAL alternator and standard regulator. We've been performing extensive measurements on the Rotax alternator and regulator. positive. N
Hi Nigel, After re-reading my initial message I think my initial statement was unclear. Your message clarifies things. I should have written "regulator current" instead of "alternator current". Than
You can have a rough estimate. See Hoerner's book 'Fluid dynamic drag'. But a round pipe They actually don't care because they don't know why they sould ;-) Drag reduction or internal flow dynamics
Matt, is The wastegate sometimes gets stuck. You can check it's free movement during the TCU self test on power on. the says Are you sure of your MP gauge and tachometer calibration ? Regards, Gilles
sometimes Hmm, yes. But check the maufacturer website. The terms "starved electrolyte", "valve regulated", "glass mat" etc...alone or together are a good indication of the correct technology. The fea
Fred and Richard, I do not concur : the recombinant gas technology has been developped for the computer uninterruptible power supplies, and is largely spread. On the contrary, deep cycle batteries ar
Richard, plus The prices I was quoting were plus VAT too. They were sold by a Hawker French dealer. even first there Looks like the classic Rotax cold starting difficulties. Have you implemented the