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  2. Jacques

    13,2 volts

    found this from 10 years ago interesting reading
  3. Anticept

    13,2 volts

    A user on this forum named Chanik would put regulators on a variac and test their output with an ocilliscope attached. As it turned out, almost every regulator was complete garbage, but the ducati one was the least garbage because it wouldn't vibrate the coils of the engine under load. The only regulator that he found that actually worked well was from silent hektik, but they refuse to sell outside germany. I haven't spoken to him in many years, but I know the method he used. If I get ahold of one of those regulators, I can maybe link up with the local university's EE dept to test it. I really do want a non-trash regulator.
  4. Jacques

    13,2 volts

    I will be fowarding all this to Patrick, the new owner....which is 160 miles from me. We did checked the yellow wires and zero resistance showned all good there. I', ll ask him to clean everything dry and grease we had a very small lost at the oil cooler connection nipple , and suggested him to go for the B & C regulator https://bandc.com/product/avc1-advanced-voltage-controller-14v-homebuilt/#installation-kit
  5. Doug, you just may be my new best friend! I do have the GTR225 and just got back from a flight. I'll try that sometime later this morning. Do you know if the IC switch allows the 225 to act just like the PS 3000? Specifically, does the GTR225 allow me to talk with my passenger and listen to XM radio? Fingers crossed!
  6. Roger Lee

    13,2 volts

    You changed the VR and battery so it shouldn't be them. The 13.2 doesn't bother me, but the continued drop in battery voltage does. If you have a shunt unscrew the 4 wires and use a scotchbrite pad on each terminal and surface to clean and then ere-assemble with a tad of dielectric grease on each connection. Just has to be a wire or bad connection. Tighten all the grounds inside the engine compartment and instrument panel. Measure the two yellow wires going into the VR for AC voltage and the white wires coming out of the VR for 12 volts.
  7. LODA's aren't hard to get. A guy on my field just got one. FAA was very reasonable about it.
  8. Last week I was asked to ferry a CTSW from British Columbia (BC) to Montreal. The new owner, Patrick, a low time UL pilot, wanted a CT NOW, and there is one for sale …….2300 miles away! Weather forecast was good for the week but western Canada was hit by a heat wave, which made the grounds VERY dry and caused many forest fires in BC and Northern Ontario, our planned route...as long as we could get out of the mountains, we should be OK. This 2006 edition is equipped with ‘usual’ dual Dynon, but has also a constant speed Kaspar propeller and 3 axis auto-pilot. I have flow with Dynons before, but first time with CS prop and AP (which we didn’t used). My 2005 CT has nothing of these ‘gadgets’. I wanted it light. So, we left from YUL (Montreal) on Saturday morning, and arrived to Cranbrook, BC in the PM where Heinz and Margot picked us up and drove to Fairmont Hot Springs airport where they live. That’s in the Rockies…but we didn’t see much of the mountains, as the area was surrounded by forest fires and the hour drive north gave us an idea of the terrain to fly back south the next morning. It was 30°C + and visibility was …low… to say the least. The rest of the day was spent to visit the plane and get acquainted with the various systems. All papers work done and Patrick went to bed now a new member of the CT flier’s community. We took off Sunday morning with no wind, but visibility marginal…sideways and a bit less ahead. Fairmont Hot Springs is located in the Columbia Valley in the Canadian Rockies between the Purcell and Rocky Mountains. I was glad I got some experience in ‘’valley flying’’ in New Zealand. (Thanks: John, Roy, Greg & Jacques #1). There is a VFR route on the VNC map, so, we kept the plane over the dotted line in the GPS and 2 hours later, we were in Lethbridge, Alberta, where the visibility had improved a little but at least we were over the prairies for the rest of the day so we could fly safely low level… as visibility was getting worst at altitude. We relaxed in Lethbridge, cleaned the windshield, cowl and wings of the zillion bugs and took off for Swift Current, SK, for a planned fuel stop. Then, we realized that we should have left with a prepared lunch in the morning… lunch was now our new ‘mission’… We landed in Moose Jaw municipal to found nothing but 4 bags of chips which didn’t last very long. There was nobody at the airport, located way out of town. We kept going east, visibility was getting better and found a grass strip adjacent to the small town of Grenfell, SK. Ten minutes walking from the field and we were sitting in a restaurant with a decent meal…it was really time for me… ouf! The next flight was for 3.2 hours and we landed at Lyncrest airfield, just outside of Winnipeg. A very nice (gorgeous) Bell 47 helicopter had just landed few minutes before us, and Scott, the pilot, gladly gave us a ride (by car) to the nearest motel. That was it for the 1st day, about 950 miles in 7.8 hours as planned… ALL GOOD…almost… as after removing the cowlings, we discovered some oil ‘trail’ under the belly and we had the voltmeter reading only 13.2 volt since the start… well…..something to look at once back home… …but we didn’t have to wait that long… Lyncrest is an ‘’recreational aviation’’ airfield and is home of the Springfield Flying Club. They have a nice club house and the next morning, a couple of members were there to help with the fuel. After refueling with Mogaz, and a thorough inspection of the plane, we headed east for Kenora, Dryden and Thunder Bay, our next stop for fuel and food. Half way, as our route was going south, the air was getting smoky again because Northern Ontario was also affected by numerous forest fires. We went back to IFR mode (I Follow Roads) and made it to Thunder Bay where we got a ride for the lunch and refueled with Avgaz. Next target, Sault-Ste-Marie, following the Lake Superior northeast shore all the way as visibility was very very very ordinary. About an hour later, and an hour before Wawa, the voltmeter started to indicated a lower voltage. 13.2…13…12.…11. 9.9 is the last # we saw before everything went black. No Dynons, no radio, xponder or intercom… Patrick’s Garmin 796 switched to battery power....and flying with the dial airspeed and altimeter…with rugged terrain below and not much of horizon ahead, side and below visibility were so so... but ok for now. We made it to Wawa, NORDO, with a dead battery … found a motel … and it was beer o’clock! Now what’s next Jacques? Patrick’s asking me: do you know anybody in Wawa…? Well, guess what… about a month ago, a guy on my field sold his 912 equipped Murphy Rebel to a guy from…Wawa! I called the seller, who gave me the new owner’s phone # …left a message and we went to bed with all kinds of scenarios in our heads. 6 am next morning, who’s knocking at our door…? The Rebel owner (Patrick as well) coming back from his night shift at the mine. He went to pick up his F250 and some tools and we headed to the airport, grabbing a coffee at the motel. We did some test to conclude that we needed another voltage regulator and why not another battery if we could find one. We drove to his place, removed the regulator from the Rebel, managed to get a battery that fitted the case (using some MacGyver tricks) and we were good to go by noon…. Voltage meter now showing…13.2 same as from the start…hum…??? So, we closed as many breakers as we could; (Lights & Autopilot). As we made it en route, the CS propeller was stuck to fine pitch, riding low and slow, IFR again, we reached Sault-Ste-Marie where visibility had improved a little but was very still hazy. Landing just before us, a C172 en route for North Bay (our next destination) and was coming back to file an IFR flight plan as VFR was not possible. Well…not looking good Patrick… let’s think about it. We had bought our lunch before leaving Wawa, and an hour or so later, we decided to give it a try. Meantime, we learned from the seller that the CS prop system was using the autopilot breaker. Ah ah! This was the source of the prop…blem. The terrain now was much more friendly and we could fly safely at low altitude (still IFRoad). The visibility kept getting better and from Sudbury to North Bay, it was very nice. North Bay has a 10,004’ runway, we thought it could be busy, but not. No COM on the frequency for the ½ hour before arrival. I think I woke up the controller. The voltage had stayed at 13.2 and the next morning, it was a smooth ride over fog banks covering the forest below. Petawawa military gave us permission to cross a CYR zone but away of CYR511, so we divert a little and made it to Gatineau, Québec and from now, COM were in français… A little rest, a good check under the hood and we’re ready for the last stretch to Beloeil airport CSB3 where Flight Design C-IZZI is now based. There are now 4 CTs in Québec, of the 21 in Canada. About 2300 miles and 20 hours flight later, we put C-IZZI in his new hangar, I drove Patrick home, we had a good lunch and I drove the 2 hours back home (CST7) with good memories and a voltage problem to solve. few pictures below
  9. Jacques

    13,2 volts

    recharging/maintaining after flights might not show the problem... charging is suppossed to be 13.8/ 14,2 our problem happenned after an 8 hrs day flight and 5 hrs the next day,,,,,,,story of the trip coming in an other post shortly
  10. My SW runs about 13.6 -13.7, and since my panel update I now have digital read out besides the UMA analog. I've noticed it drop to 13.2 / 13.3 on occasion. Is this weak? I've not really had trouble with it, but connect the Odyessy charger on it all the time it's parked too, which could be masking things.
  11. I do. Got it back in just a couple of days from submitting the request. Though it's a dumb bureaucratic exercise that adds no value at all.
  12. GlennM

    13,2 volts

    13.2 - 13.3 V is normal for me. Measure at the battery terminals and you will see .5V higher as Roger mentioned. My voltage regulator died the same way you mentioned; it never cut in the alternator to charge.
  13. Roger Lee

    13,2 volts

    Since the voltage fell like that and you replaced the VR and battery I would start checking wires. I believe you have a bad connection. Start at the VR with the AC voltage input from the trigger coils, then measure the VR output and so on through the system. I think you have a bad connection somewhere, but you won't know for sure until you check some voltage outputs.
  14. Yes. E-LSA as it is Experimental. Compliance may be easy, but another hoop to jump through. How many of you E-LSAs have your Letter?
  15. Jacques

    13,2 volts

    yep, I was told about it a couple days ago... the owner is aware surely better than the Ducati but it's cooling under the CT cowl is deficient ..I think but , that doesn't tell me where my problem is unless the 2nd regulator was also bad.
  16. Madhatter

    13,2 volts

    B&C makes a high quality plug and play regulator specifically for a 912.
  17. Jacques

    13,2 volts

    we installed another regulator (borrowed from another plane) and also changed the battery,,,,no result still 13.2 V (indicated )
  18. Tom Baker

    13,2 volts

    I would try cleaning the the terminals and plug. If that doesn’t fix it , then probably a regulator. If your regulations allow I have heard there is a John Deere regulator that works well.
  19. There is a threaded receptacle in the nose strut that they screw into. The CTLS added them in 2010 or 12. I’m not sure if they can be added to an existing fork, or if the fork must be replaced.
  20. Jacques

    13,2 volts

    .5V low really 13.7 is still low though and then , in few hours went from 13.2 to 12.9.to 12. to 11 then 9.9 and kaput all black no more dynons/COM/xpnder/intcom etc etc any idea ?
  21. It seems the FAA has a fairly simple method of applying for one online, and from what I’ve heard you will receive it in about a week.
  22. Roger Lee

    13,2 volts

    The Dynon usually reads a.5 volt low so it's probably 13.7V. Amps usually fluctuate between 0-5 amps which is normal. If it turns to only a negative draw then there is an issue.
  23. Yesterday
  24. I think this will be going away. I hear there is legislation in Congress to fix this and, if not, the FAA has indicated the LODA process will not be that difficult. Something to consider but not a show stopper.
  25. Jacques

    13,2 volts

    what would cause a Ducati(rotax) regulator to only charge to 13.2 V ? while using only 5-8 amps .?.?.?.? any idea ? thanks
  26. It was certified under LSA and must remain as such even in experimental category. I wish I could change a type certified to experimental but that can't be done ( at least permanently with no restrictions).
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