skippydiesel

The following would seem to be an attempt to revive the Sonex Forum: https://www.sonexpilots.org

No the wiring is straight forward - just be sure that connections are good & tight. There is a excellent diagram + specifications on the web site. NOTE: The CARMO has (from memory) mounting holes at 65mm centres and the Rotax 92 mm. You will need to drill an extra hole or make up an adapter as I did: Black top, with spout, secured in place with safety wire, is part of the dedicated cooling system. Rectangular aluminium tube (drilled for air flow) is the adapter . Black wire, (TOP) with yellow connector is to ensure good negative contact - I also cleaned of the black paint around the mounting holes & used a smear of dialectic grease. 😈

CARMO CARR5005 MOSFET working like a charm. 14.5V - amps vary according to demand, from 12 down to 1 amp Temperature up to 38C Happy pilot 😈

There is no way he could communicate effectively with that radio. At those engine speeds he should consider a reduction drive of some sort. Otherwise - very well done - must have been an exhilarating first flight😈

Well I got the new VR in today. Much bad language, some pain and not a little satisfaction. Will do the engine run tomorrow - fingers crossed😈

IBob - does Kyle Communications have your solution??😈

"The earlier Savannahs had fixed seating, fully back, so it wouldn't have been an issue." Would not the KISS solution be to extend the length of the flap handle , commensurate with seat forward movement/position, rather than go to eclectic flaps, which introduce issues best avoided? "As for how much flaps: the Savannah is pretty much a STOL aircraft if you want it to be." I have never flown a Savannah. Wikipedia has them with a 26 Knot stall. The ATEC Zephyr I flew, for about 10-12 years, had a sub 30 Knot stall (arguably also STOL). Having no experince, I can only speculate that the more flap you put on the more drag you introduce, which can certainly assist in powered approach to a STOL/Short landing but the question is how much shorter will the landing be if you just used say 1 -2 stages of flap and came in with less power on or even a glide approach?😈

"Some have given intermittent failure at under 350 hours from experience." Is this a statement about Rotax parts failure in general or are you still on topic - VR failures? What are the symptoms of a VR "intermittent " failure? Premature VR failures have been a problem for Rotax 9's since the introduction of the engine. Several modifications later, they are still failing in significant numbers. The Rotax party line has always blamed the installer/user - too hot, too much vibration. The reality is that the Rotax/Ducati VR is not and has never been "up to scratch". Independent investigators highlight poor construction/quality control, as the likly cause of early failure in the current iteration. Failures can occur from under 100 hrs (Hobbs) to any time up to several hundred hour. Mine failed at 153 hrs. Factory built aircraft. legally must use the Rotax/Ducati VR. Home builds can and do look to alternatives, which may prove more durable. Check out just some of the correspondence on the Rotax Owners Forum & you will find that the Rotax/Ducati VR problem goes back to the 1990's and continues to this day.😈

The whole point of a Forum like this is ASSISTANCE so that the wheel does not have to be reinvented every time a hurdle is encountered - I doubt you actually know which Rotax Manual addresses my question. Next time you seek assistance, I hope the answers are full and helpful ie not so arrogant 😈.

Symptom -Voltage dropped from 14.2 to 12 V and negative amps being delivered at engine start - no improvement during run up. My eldest Son, Electrical Engineer, CPL and occasional helper and way way more flexible than his old man, did the checks engine off & running - diagnoses' VR has failed. Since last post have realised I do have some the VR out of aircraft checks on the the unit; https://pointsforpilots.blogspot.com/2012/12/testing-rotax-912914-generator-and.html 😈

"Specs in Rotax manuals" Fair enough BUT which one of the four manuals?😈

I rarely if ever use FULL FLAP. On my Sonex, FLAP 1 increase lift & drag, FLAP 2 & 3 just increase drag. So 1 & 2 for standard approach & landing. 3 is only used to increase descent rate and is usually taken off well before flaring. My last aircraft ATEC Zephyr was much the same. "I too have a problem to pull full flaps" - If this is a reflection of physical strength required, I speculate you are trying to put on flap at too higher air speed.😈

IF my in situ tests were correct the alternator is working - I am hoping there may be some continuity/resistance checks that can be done on the removed VR???😈

VR OUT!!! Anyone know of tests that I can do on the VR to confirm in situ failure findings?????😈

Speculation: - While iconic in appearance - Very expensive to run - relativly big engine/thirsty AvGas - fixed pitch prop,- draggy airframe/slow cruise. One for the wealthy collector?????😈

I was thinking to do the same. My VR is difficult to access - leaving the Capacitor in place, just reduces the number of times I need to go there (assuming removing it would require another difficult job) 😈

In the absence of qualified / "sparkie" advice have decided to purchase the CARMO CARR5115 MOSFIT. I hope it will not be too difficult to fit and will last a very long time.😈

Hi Geoff, So why don't the other MOSFET VR's use a Capacitor?😈

Wow! I had expected a thunder of advice/opinions - the silence is deafening. Where have all the sparkie's gone? Long time off-line😈

B&C AVC1/XB199-2 - An external 14V shunt type VR, designed for use with single phase permanent magnet alternators up to 20A. Claimed to be a drop-in unit including wire connections. Adjustable. Appears to require the retention of the Capacitor. https://bandc.com/product/avc1-advanced-voltage-controller-14v-homebuilt/ The "An external 14V shunt type VR" statement is not correct. B&C 's initial advice was to use one of their VR's with this operating system. They changed their advice to the AVC1/XB199-2 which is a modern MOSFET system. Unlike other MOSFET systems, the need for a Capacitor appears to remain. The web page will give you the correct information. My apologies for making a misleading statement😈

There is no doubt that the "corrugated" fuel/oil/coolant lines work. I am still uneasy about the number of joins required, the effect that the corrugations must have on flow and the potential for fatigue cracking.😈

Great stuff - It puzzles me that the principals espoused/developed by Mike Arnold (& a few others), that allow for extraordinarily fuel efficient airframes, do not seem to be adopted, to any great extent, by small aircraft factory/kit aircraft manufactures (there are exceptions) Thanks😈

Hi All, To assist with decision making, I urgently need need feedback on the following; Seems that the easy options have narrowed to; B&C AVC1/XB199-2 - An external 14V shunt type VR, designed for use with single phase permanent magnet alternators up to 20A. Claimed to be a drop-in unit including wire connections. Adjustable. Appears to require the retention of the Capacitor. https://bandc.com/product/avc1-advanced-voltage-controller-14v-homebuilt/ Schick GR6b-OVP 12V is a compact AC rectifier-regulator, believed to be MOSFET, useable for Rotax-, Hirth- and Solo aircraft engines with lead and LiFePO4 batteries. It has been designed to provide a stable power supply minimizing interferences on the aircraft main electrical bus. It has a built in overvoltage monitoring device (OVP) that inhibits ignition of the thyristors if the battery voltage exceeds 15V. Adjustable. No mention of any need for a Capacitor. Will require a bracket adapter be made and changes to wiring. https://www.aeroakku.com/REGULATORS/Schicke-Regulator-GR6b-OVP-12V::1901.html?language=en CARMO CARR5115 MOSFET Claimed to be more effective, generate less heat than original, leading greater reliability - suitable for lithium ion batteries 14.6V / 39A. No Capacitor required. Local supplier. Will require wiring changes & fabrication of an adapter bracket https://www.vectriqparts.com.au/product/rotax-voltage-regulator-carr5115/ I await your responses with anticipation😈

FYI - Very Useful Article On Rotax Electrical Power System curtesy of Vans Air Force forum https://pointsforpilots.blogspot.com/2012/12/testing-rotax-912914-generator-and.html Also; https://vansairforce.net/threads/yet-another-voltage-regulator-failure.123402/ 😈

Hi IBob, This is very much in the perception of the customer. Australian service providers, have improved markedly over the last 40 years or so, however remnants of the "take it or leave it" approach, still persist. I would like to think that market pressures will eventually result in unprofessional service becoming a rarity. Due to the small (undemanding?) Au market, this is unlikly in my lifetime. If COMO CARR5115 was the only option, I would be more inclined to put up with unprofessional service, however, by my count, there are now 7 alternatives to the Ducati VR. At least 4 of these are the current MOSFET standard. Some are cheaper some are more expensive - the range is approximately $200 -$735 Au (plus delivery cost) with the CARR5115 being sort of mid range. It should be noted that only a very few are "drop" in replacements. Most will require wiring changes, some fabrication of a new/adapter mounting bracket.😈