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wdaniell.longport(at)gmai
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 Posted: Mon Dec 25, 2017 4:11 am Post subject: One for the books. |
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Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow. Â
.......and the density altitude at skgy (8500) was just under 10k.  We climbed at 400/min to 10500.
It is a remarkable machine.
Happy holidays to all
Will
HJ460
Tri 912Â turbo airmaster
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peterz(at)zutrasoft.com
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| Posted: Mon Dec 25, 2017 4:50 am Post subject: One for the books. |
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Happy holidays Will!
"912 turbo" aftermarket? (Can we have more info?) or 914 turbo?
Cheers and thx,
Pete 
| Quote: | On Dec 25, 2017, at 7:11 AM, William Daniell <wdaniell.longport(at)gmail.com> wrote:
Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow.
.......and the density altitude at skgy (8500) was just under 10k. We climbed at 400/min to 10500.
It is a remarkable machine.
Happy holidays to all
Will
HJ460
Tri 912 turbo airmaster
|
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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wdaniell.longport(at)gmai
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| Posted: Mon Dec 25, 2017 5:47 am Post subject: One for the books. |
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Pete,
this is a colombian adaptation for a 80hp 912. The Colombians claim that they turbo'd the 912 before rotax which might be true given the topography.  Truth is wierder than fiction in Colombia. Or it might not.
My guy makes the exhaust system. It has a small truck turbo (doesnt really matter which) controlled by a vernier. A garret might be better but it works fine as it it. My Savannah has a mitsuibishi turbo and my Europa has an IVECO turbo. He also made the airbox and put in the oil supply and scavenge for the turbo. You need a 914 fuel regulator.
The turbo is in the same place as the 914 turbo.
You need to fit the pressure normalizing tubes between the airbox and the carbs and fit bigger main jets so it runs cooler.  You need to tighten the clamps on the carb rubber too.  You need nitrile gaskets for the carb bowls.  There's some fun stuff in it too. There is a ball valve on the oil inlet to the turbo which which stops the oil leaking out through the turbo when the engine is shut down. This ball valve is always held in place with the ball point pen spring. Â
The system uses the mechanical fuel pump from the 912 and an electric pump which means that if you have an electrical failure the engine doesnt stop.  My engine will run at about 28" without the electric pump.
And that's about it. The net result is a turbo normalized 912 for less than USD25k. I run mine at 33" unless I have a heavy nephew on board. Yesterday we took off at 35".
Its pretty simple and the manual wastegate doesn't really complicate things. You can control power with the wastegate or the throttle. I am comfortable with this because I have been flying with one for 10 years now in my Savannah. And in the worst case with no turbo and no electrical system you still have a 912.  You can see photos at https://sites.google.com/site/europaconstructionwd/
Will
On Dec 25, 2017 07:52, "Pete" <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote: | Quote: | --> Europa-List message posted by: Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)>
Happy holidays Will!
"912 turbo" aftermarket? (Can we have more info?) or 914 turbo?
Cheers and thx,
Pete
> On Dec 25, 2017, at 7:11 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
>
> Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow.
>
> .......and the density altitude at skgy (8500) was just under 10k.  We climbed at 400/min to 10500.
>
> It is a remarkable machine.
>
> Happy holidays to all
>
> Will
> HJ460
> Tri 912Â turbo airmaster
====================================
pa-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Europa-List
====================================
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
====================================
WIKI -
errer" target="_blank">http://wiki.matronics.com
====================================
b Site -
     -Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
====================================
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peterz(at)zutrasoft.com
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| Posted: Mon Dec 25, 2017 6:14 am Post subject: One for the books. |
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Sounds like a very nice implementation! Great job you guys!
At what level of boost do you start running into issues (preignition/overheating/twisted crank etc)?
I wonder if the very nicely executed rotec sprayer, with its built in internal regulator (should work beautifully in a blow-through configuration as long as the supply fuel pressure is greater than the airbox press.).
https://www.rotecaerosport.com/tbi
Very high quality machined piece, with some nice features, better atomization, much simpler than those horrible bings etc.
Cheers!
Pete
On Dec 25, 2017, at 8:46 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
| Quote: | Pete,
this is a colombian adaptation for a 80hp 912. The Colombians claim that they turbo'd the 912 before rotax which might be true given the topography. Truth is wierder than fiction in Colombia. Or it might not.
My guy makes the exhaust system. It has a small truck turbo (doesnt really matter which) controlled by a vernier. A garret might be better but it works fine as it it. My Savannah has a mitsuibishi turbo and my Europa has an IVECO turbo. He also made the airbox and put in the oil supply and scavenge for the turbo. You need a 914 fuel regulator.
The turbo is in the same place as the 914 turbo.
You need to fit the pressure normalizing tubes between the airbox and the carbs and fit bigger main jets so it runs cooler. You need to tighten the clamps on the carb rubber too. You need nitrile gaskets for the carb bowls. There's some fun stuff in it too. There is a ball valve on the oil inlet to the turbo which which stops the oil leaking out through the turbo when the engine is shut down. This ball valve is always held in place with the ball point pen spring.
The system uses the mechanical fuel pump from the 912 and an electric pump which means that if you have an electrical failure the engine doesnt stop. My engine will run at about 28" without the electric pump.
And that's about it. The net result is a turbo normalized 912 for less than USD25k. I run mine at 33" unless I have a heavy nephew on board. Yesterday we took off at 35".
Its pretty simple and the manual wastegate doesn't really complicate things. You can control power with the wastegate or the throttle. I am comfortable with this because I have been flying with one for 10 years now in my Savannah. And in the worst case with no turbo and no electrical system you still have a 912. You can see photos at https://sites.google.com/site/europaconstructionwd/
Will
On Dec 25, 2017 07:52, "Pete" <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote: | Quote: | --> Europa-List message posted by: Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)>
Happy holidays Will!
"912 turbo" aftermarket? (Can we have more info?) or 914 turbo?
Cheers and thx,
Pete
> On Dec 25, 2017, at 7:11 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
>
> Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow.
>
> .......and the density altitude at skgy (8500) was just under 10k. We climbed at 400/min to 10500.
>
> It is a remarkable machine.
>
> Happy holidays to all
>
> Will
> HJ460
> Tri 912 turbo airmaster
====================================
pa-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Europa-List
====================================
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
====================================
WIKI -
errer" target="_blank">http://wiki.matronics.com
====================================
b Site -
-Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
====================================
|
|
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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wdaniell.longport(at)gmai
Guest
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| Posted: Wed Dec 27, 2017 7:47 am Post subject: One for the books. |
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Pete,
People run these engines all the way up to 39". I run mine at 33" when I'm alone and when at MTOW Ill take it to 35" for about 10 mins and then back off to 30". So far, well within term limits. I haven't seen more than 220F oil temp at the max is 255F.
We all use 100ll because the mogas is poor quality and does cause detonation.
As we all understand it, the 914 uses the same main block as the 912 - essentially it's the same engine. So there are no issues with handling the power.
BTW You can not use a 912S because the compression is too high.
So far we have stuck with the bings but I will have a look at the rotec option.
If anyone wants to have a go at this Id be delighted to help. We can get the parts made up here and Ill take them to the US on one of my trips and DHL them.
thanks
Will
William Daniell
LONGPORT
+57 310 295 0744
On Mon, Dec 25, 2017 at 9:13 AM, Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote:
| Quote: |
Sounds like a very nice implementation! Great job you guys!
At what level of boost do you start running into issues (preignition/overheating/twisted crank etc)?
I wonder if the very nicely executed rotec sprayer, with its built in internal regulator (should work beautifully in a blow-through configuration as long as the supply fuel pressure is greater than the airbox press.).Â
https://www.rotecaerosport.com/tbi
Very high quality machined piece, with some nice features, better atomization, much simpler than those horrible bings etc.
Cheers!
Pete
On Dec 25, 2017, at 8:46 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
| Quote: | Pete,
this is a colombian adaptation for a 80hp 912. The Colombians claim that they turbo'd the 912 before rotax which might be true given the topography.  Truth is wierder than fiction in Colombia. Or it might not.
My guy makes the exhaust system. It has a small truck turbo (doesnt really matter which) controlled by a vernier. A garret might be better but it works fine as it it. My Savannah has a mitsuibishi turbo and my Europa has an IVECO turbo. He also made the airbox and put in the oil supply and scavenge for the turbo. You need a 914 fuel regulator.
The turbo is in the same place as the 914 turbo.
You need to fit the pressure normalizing tubes between the airbox and the carbs and fit bigger main jets so it runs cooler.  You need to tighten the clamps on the carb rubber too.  You need nitrile gaskets for the carb bowls.  There's some fun stuff in it too. There is a ball valve on the oil inlet to the turbo which which stops the oil leaking out through the turbo when the engine is shut down. This ball valve is always held in place with the ball point pen spring. Â
The system uses the mechanical fuel pump from the 912 and an electric pump which means that if you have an electrical failure the engine doesnt stop.  My engine will run at about 28" without the electric pump.
And that's about it. The net result is a turbo normalized 912 for less than USD25k. I run mine at 33" unless I have a heavy nephew on board. Yesterday we took off at 35".
Its pretty simple and the manual wastegate doesn't really complicate things. You can control power with the wastegate or the throttle. I am comfortable with this because I have been flying with one for 10 years now in my Savannah. And in the worst case with no turbo and no electrical system you still have a 912.  You can see photos at https://sites.google.com/site/europaconstructionwd/
Will
On Dec 25, 2017 07:52, "Pete" <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote: | Quote: | --> Europa-List message posted by: Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)>
Happy holidays Will!
"912 turbo" aftermarket? (Can we have more info?) or 914 turbo?
Cheers and thx,
Pete
> On Dec 25, 2017, at 7:11 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
>
> Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow.
>
> .......and the density altitude at skgy (8500) was just under 10k.  We climbed at 400/min to 10500.
>
> It is a remarkable machine.
>
> Happy holidays to all
>
> Will
> HJ460
> Tri 912Â turbo airmaster
===========
pa-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Europa-List
===========
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
===========
WIKI -
errer" target="_blank">http://wiki.matronics.com
===========
b Site -
     -Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
===========
|
|
|
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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wdaniell.longport(at)gmai
Guest
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| Posted: Wed Dec 27, 2017 12:45 pm Post subject: One for the books. |
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|
Pete
Just following up on the rotec possibility.
Rotec specifically states that the device must be placed upstream of a turbo.  This could be adapted to my engine in a similar fashion/configuration to the aerovee turbo installation (http://www.aeroconversions.com/products/aerovee/turbo.html) ie it would draw through the turbo into the airbox and thence to the manifold/cylinders.   There would therefore be no issue of airbox/fuel pressure.
It seems that there are advantagesÂ
- No airbox pressure/fuel pressure issue,Â
- Simpler fuel system one cable no balancing, single fuel feed from fuel pressure regulator.
- lighter (throttle body, turbo, manifold).
- Possibly more power
- possibility of leaning in Cruise.
The disadvantagesÂ
- however there is the issue of carb ice when the throttle body is before the turbo which is something I dont have to contend with as it is.
Do you know anything about this option?
thanks Will
William Daniell
LONGPORT
+57 310 295 0744
On Mon, Dec 25, 2017 at 9:13 AM, Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote:
| Quote: |
Sounds like a very nice implementation! Great job you guys!
At what level of boost do you start running into issues (preignition/overheating/twisted crank etc)?
I wonder if the very nicely executed rotec sprayer, with its built in internal regulator (should work beautifully in a blow-through configuration as long as the supply fuel pressure is greater than the airbox press.).Â
https://www.rotecaerosport.com/tbi
Very high quality machined piece, with some nice features, better atomization, much simpler than those horrible bings etc.
Cheers!
Pete
On Dec 25, 2017, at 8:46 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
| Quote: | Pete,
this is a colombian adaptation for a 80hp 912. The Colombians claim that they turbo'd the 912 before rotax which might be true given the topography.  Truth is wierder than fiction in Colombia. Or it might not.
My guy makes the exhaust system. It has a small truck turbo (doesnt really matter which) controlled by a vernier. A garret might be better but it works fine as it it. My Savannah has a mitsuibishi turbo and my Europa has an IVECO turbo. He also made the airbox and put in the oil supply and scavenge for the turbo. You need a 914 fuel regulator.
The turbo is in the same place as the 914 turbo.
You need to fit the pressure normalizing tubes between the airbox and the carbs and fit bigger main jets so it runs cooler.  You need to tighten the clamps on the carb rubber too.  You need nitrile gaskets for the carb bowls.  There's some fun stuff in it too. There is a ball valve on the oil inlet to the turbo which which stops the oil leaking out through the turbo when the engine is shut down. This ball valve is always held in place with the ball point pen spring. Â
The system uses the mechanical fuel pump from the 912 and an electric pump which means that if you have an electrical failure the engine doesnt stop.  My engine will run at about 28" without the electric pump.
And that's about it. The net result is a turbo normalized 912 for less than USD25k. I run mine at 33" unless I have a heavy nephew on board. Yesterday we took off at 35".
Its pretty simple and the manual wastegate doesn't really complicate things. You can control power with the wastegate or the throttle. I am comfortable with this because I have been flying with one for 10 years now in my Savannah. And in the worst case with no turbo and no electrical system you still have a 912.  You can see photos at https://sites.google.com/site/europaconstructionwd/
Will
On Dec 25, 2017 07:52, "Pete" <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote: | Quote: | --> Europa-List message posted by: Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)>
Happy holidays Will!
"912 turbo" aftermarket? (Can we have more info?) or 914 turbo?
Cheers and thx,
Pete
> On Dec 25, 2017, at 7:11 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
>
> Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow.
>
> .......and the density altitude at skgy (8500) was just under 10k.  We climbed at 400/min to 10500.
>
> It is a remarkable machine.
>
> Happy holidays to all
>
> Will
> HJ460
> Tri 912Â turbo airmaster
===========
pa-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Europa-List
===========
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
===========
WIKI -
errer" target="_blank">http://wiki.matronics.com
===========
b Site -
     -Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
===========
|
|
|
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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peterz(at)zutrasoft.com
Guest
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| Posted: Wed Dec 27, 2017 1:18 pm Post subject: One for the books. |
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|
Hi Will,
I've been chatting with Paul (its designer) last year at Osh and in subsequent emails, and since the regulator pressure ports are now internal to the throttle body, and because of the function of the regulator, Paul could not see why it should not work in a pressurized blow-through configuration. There was another customer in Oz who was going to give it a try, but i have not heard of his progress. Advantages are no carb ice, and better atomization (no turbo-centrifuge effects), downside higher fuel pump pressures (only relative pressure is of importance - but the flip side is its also less likely to get any vapour-lock especially with users of mogas - not you folks, but up here cannuckstan Shell premium is without bio-fuels and is used widely).
If interested, you should give Paul a call/email to get the full scoop.
Cheers and thx for blazing trails..... i may go your route when my ship is ready for it (and if the turbo D-motor isn't yet proven -likely)
Pete
PS- the Rotec with its integral regulator is a magnitude better product than the deficient aerovee imho.
PPS- if i do go with a FI engine route, i may still use the Rotec as the throttle body giving my a backup mechanical fuel supply.
On Dec 27, 2017, at 3:45 PM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
| Quote: | Pete
Just following up on the rotec possibility.
Rotec specifically states that the device must be placed upstream of a turbo. This could be adapted to my engine in a similar fashion/configuration to the aerovee turbo installation (http://www.aeroconversions.com/products/aerovee/turbo.html) ie it would draw through the turbo into the airbox and thence to the manifold/cylinders. There would therefore be no issue of airbox/fuel pressure.
It seems that there are advantages
- No airbox pressure/fuel pressure issue,
- Simpler fuel system one cable no balancing, single fuel feed from fuel pressure regulator.
- lighter (throttle body, turbo, manifold).
- Possibly more power
- possibility of leaning in Cruise.
The disadvantages
- however there is the issue of carb ice when the throttle body is before the turbo which is something I dont have to contend with as it is.
Do you know anything about this option?
thanks Will
William Daniell
LONGPORT
+57 310 295 0744
On Mon, Dec 25, 2017 at 9:13 AM, Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote:
| Quote: |
Sounds like a very nice implementation! Great job you guys!
At what level of boost do you start running into issues (preignition/overheating/twisted crank etc)?
I wonder if the very nicely executed rotec sprayer, with its built in internal regulator (should work beautifully in a blow-through configuration as long as the supply fuel pressure is greater than the airbox press.).
https://www.rotecaerosport.com/tbi
Very high quality machined piece, with some nice features, better atomization, much simpler than those horrible bings etc.
Cheers!
Pete
On Dec 25, 2017, at 8:46 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
| Quote: | Pete,
this is a colombian adaptation for a 80hp 912. The Colombians claim that they turbo'd the 912 before rotax which might be true given the topography. Truth is wierder than fiction in Colombia. Or it might not.
My guy makes the exhaust system. It has a small truck turbo (doesnt really matter which) controlled by a vernier. A garret might be better but it works fine as it it. My Savannah has a mitsuibishi turbo and my Europa has an IVECO turbo. He also made the airbox and put in the oil supply and scavenge for the turbo. You need a 914 fuel regulator.
The turbo is in the same place as the 914 turbo.
You need to fit the pressure normalizing tubes between the airbox and the carbs and fit bigger main jets so it runs cooler. You need to tighten the clamps on the carb rubber too. You need nitrile gaskets for the carb bowls. There's some fun stuff in it too. There is a ball valve on the oil inlet to the turbo which which stops the oil leaking out through the turbo when the engine is shut down. This ball valve is always held in place with the ball point pen spring.
The system uses the mechanical fuel pump from the 912 and an electric pump which means that if you have an electrical failure the engine doesnt stop. My engine will run at about 28" without the electric pump.
And that's about it. The net result is a turbo normalized 912 for less than USD25k. I run mine at 33" unless I have a heavy nephew on board. Yesterday we took off at 35".
Its pretty simple and the manual wastegate doesn't really complicate things. You can control power with the wastegate or the throttle. I am comfortable with this because I have been flying with one for 10 years now in my Savannah. And in the worst case with no turbo and no electrical system you still have a 912. You can see photos at https://sites.google.com/site/europaconstructionwd/
Will
On Dec 25, 2017 07:52, "Pete" <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)> wrote: | Quote: | --> Europa-List message posted by: Pete <peterz(at)zutrasoft.com (peterz(at)zutrasoft.com)>
Happy holidays Will!
"912 turbo" aftermarket? (Can we have more info?) or 914 turbo?
Cheers and thx,
Pete
> On Dec 25, 2017, at 7:11 AM, William Daniell <wdaniell.longport(at)gmail.com (wdaniell.longport(at)gmail.com)> wrote:
>
> Yesterday I took off with my nephew who 220lbs, I'm 198 with full fuel making us 16lbs over mtow.
>
> .......and the density altitude at skgy (8500) was just under 10k. We climbed at 400/min to 10500.
>
> It is a remarkable machine.
>
> Happy holidays to all
>
> Will
> HJ460
> Tri 912 turbo airmaster
===========
pa-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?Europa-List
===========
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
===========
WIKI -
errer" target="_blank">http://wiki.matronics.com
===========
b Site -
-Matt Dralle, List Admin.
rel="noreferrer" target="_blank">http://www.matronics.com/contribution
===========
|
|
|
|
| | - The Matronics Europa-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Europa-List |
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Roland
Joined: 30 Nov 2009
Posts: 334
Location: EDLE
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| Posted: Thu Dec 28, 2017 1:40 am Post subject: Re: One for the books. |
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|
Very interesting alternatives for the stock Rotax 914 which I have. However - aren't the FI retro fittings even more dependent on electricity? I've given that some thoughts also with my 914 setup (two electrical fuel pumps) and my understanding is, that in case of an alternator failure the fuel pumps are running until the battery is sucked empty. In case of a Lithium battery (optimized for high loads during start up) there isn't too much time until the engine quits I guess.
I have gotten the info from Silent Hektik, that they MIGHT come up with some sort of backup of the size of a matchbox for the next AERO (they also supplied a fuel injection for the Rotax 912 some time ago https://www.silent-hektik.de/UL_912_1.htm )
Cheers
Roland
PH-ZTI
XS TG 914
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Ivor
Joined: 23 Jul 2015
Posts: 51
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| Posted: Thu Dec 28, 2017 9:56 am Post subject: Re: One for the books. |
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the question i’m forced to ask? is that at the UK 1370 lbs or the more generous 1450lbs that practically the rest of the world uses instead,
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wdaniell.longport(at)gmai
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| Posted: Thu Dec 28, 2017 10:11 am Post subject: One for the books. |
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Ivor
I am definitely the "rest of the world" so yes 1450lbs
 Will
William Daniell
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+57 310 295 0744
On Thu, Dec 28, 2017 at 12:56 PM, Ivor <g-iver(at)live.co.uk (g-iver(at)live.co.uk)> wrote:
| Quote: | --> Europa-List message posted by: "Ivor" <g-iver(at)live.co.uk (g-iver(at)live.co.uk)>
the question i’m forced to ask? is that at the UK 1370 lbs or the more generous 1450lbs that practically the rest of the world uses instead,
Read this topic online here:
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wdaniell.longport(at)gmai
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| Posted: Thu Dec 28, 2017 10:16 am Post subject: One for the books. |
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RolandÂ
My 912 turbo doesnt have fuel injection it uses the same basic configuration as 914. Â
However to answer you point mine retains the mechanical pump and it will produce about 27" at 8500 feet with only the mechanical pump. So it is not electrically dependent.
Will
William Daniell
LONGPORT
+57 310 295 0744
On Thu, Dec 28, 2017 at 4:40 AM, Roland <schmidtroland(at)web.de (schmidtroland(at)web.de)> wrote:
| Quote: | --> Europa-List message posted by: "Roland" <schmidtroland(at)web.de (schmidtroland(at)web.de)>
Very interesting alternatives for the stock Rotax 914 which I have. However - aren't the FI retro fittings not even more dependent on electricity? I've given that some thoughts also with my 914 setup (two electrical fuel pumps) and my understanding is, that in case of an alternator failure the fuel pumps are running until the battery is sucked empty. In case of a Lithium battery (optimized for high loads during start up) there isn't too much time until the engine quits I guess.
I have gotten the info from Silent Hektik, that they MIGHT come up with some sort of backup of the size of a matchbox for the next AERO (they also supplied a fuel injection for the Rotax 912 some time ago https://www.silent-hektik.de/UL_912_1.htm )
Cheers
Roland
PH-ZTI
XS TG 914
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Roland
Joined: 30 Nov 2009
Posts: 334
Location: EDLE
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| Posted: Thu Dec 28, 2017 1:04 pm Post subject: Re: One for the books. |
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Ah okay. Being independent of electricity is an advantage for sure. But how about vapor lock? Did you experience any in hot temperatures/high altitude when running the mechanical pump?
I think in that regard the position of the two electrical pumps behind/below the tank is optimal. I've been up to FL200 in summer with Premium 95 car fuel without problems.
Regards
Roland
PH-ZTI
XS TG 914
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wdaniell.longport(at)gmai
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| Posted: Sun Dec 31, 2017 3:42 am Post subject: One for the books. |
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No I haven't been up that high. However I had a 30" map climb from 0 to 12000' at mtow two days ago and no issues. Max temp was 225f.
 The mechanical acts as a emergency system if you like.  Mine has three pumps altogether....two Bosch electrical and the standard mechanical pump.
There is also a return line from the fuel regulator. All my fuel lines are firesleeved as well.
So the way I see it is that the mechanical pump would not provide take off power at my airfield (8500) but would be sufficient to maintain altitude. The mechanical pump alone provides about 27" so that should be sufficient to take off at sea level.
All that said I use100ll exclusively.
The machical pump is cooled by a 1/2 hole in the cowling.
Will
On Dec 28, 2017 16:06, "Roland" <schmidtroland(at)web.de (schmidtroland(at)web.de)> wrote: | Quote: | --> Europa-List message posted by: "Roland" <schmidtroland(at)web.de (schmidtroland(at)web.de)>
Ah okay. Being independent of electricity is an advantage for sure. But how about vapor lock? Did you experience any in hot temperatures/high altitude when running the mechanical pump?
I think in that regard the position of the two electrical pumps behind/below the tank is optimal. I've been up to FL200 in summer with Premium 95 car fuel without problems.
Regards
Roland
PH-ZTI
XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=476846#476846
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