Nigel,
I wasn=92t able to find an English version of the S-H website, is there
any
and where your comments on Ducati=92s comes from?
Max Cointe
<mailto:mcointe@free.fr> mcointe@free.fr
F-PMLH Europa XS_TriGear
Kit #560-2003 912ULS/AirmasterAP332 490 hours
F-PLDJ Dyn=92A=E9ro MCR 4S
Kit #27-2002 912ULSFR/MTProp MTV7A 1600 heures
De : owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] De la part de
nigel_graham@m-tecque.co.uk
Envoy=E9 : mercredi 22 janvier 2014 11:26
=C0 : europa-list@matronics.com
Objet : Re: Europa-List: Ducati rectifier/regulators ... a different
perspective
David, My feeling is that the Ducati RR is under-designed for its task
and
it is really a matter of where you site it under the cowl, that decides
it's
fate. By good planning or just good luck, yours seems to cool well and
thus
survives. If the Silent Hektik website is to be believed (see below),
the
Ducati RR is being over-driven.
Nigel
The Ducati controller
The original controller supplied by Ducati Energia is equipped with
semiconductors , which allow a brief loading of 25A at 14V .
Continuous loading of the semiconductor is limited under standard
conditions
at 25 =B0 C to around 17A. but since the alternator can deliver up to
20A, the
original controller is overloaded even under optimal conditions. This
results in frequent failures.
On 21/01/2014 22:15, David Joyce wrote:
<mailto:davidjoyce@doctors.org.uk> <davidjoyce@doctors.org.uk>
Tim, I absolutely accept that it is not ideal and could cause more
serious
problems than simple lack of charge, but one benign failure in 12 years
of
flying is pretty close to acceptable reliability for me, and I enjoy
gliding
anyway!
Happy Landings, David
houlihan <mailto:houlihan@blueyonder.co.uk>
<houlihan@blueyonder.co.uk>
wrote:
Hi David.
One thing to bear in mind is that there are, as I understand it, several
modes of failure of the Ducatti unit the most benign being that it just
stops charging the battery and feeding the services.
This is as you describe and as I also suffered ( why does this happen
mid
channel?) but I believe it can fail and possibly allow high voltage DC
or
AC onto the bus giving your expensive radio and other clever stuff a
real
hard time !
In the UK there is very little difference in cost between the Schicke
and
the Ducatti they are very similar in size and the wiring is only
slightly
changed , one wire not connected, and the generator fail light has to
become an LED.
Tim
On 21 January 2014 19:13, David Joyce
<mailto:davidjoyce@doctors.org.uk>
<davidjoyce@doctors.org.uk> wrote:
davidjoyce@doctors.org.uk>
Nigel, Fascinating and impressively erudite. You have totally convinced
me
that the way all new builders should go is with a Mofset bit of kit.
However my personal solution is to take the odd Ducatti at sale price
off
anyone not planning to fit them and fly with a spare! In 1000hrs I have
had
one failure. That was inconveniently 1/3 way between Holland and
Clacton,
but there was enough juice in the battery to get me all the way home
with a
bit of thoughtful systems management. I currently fly with Rowland's
spurned new Ducatti in my spares department under pax seat, but am
prepared
to offer a modest price for another unwanted Ducatti!
Regards, David
<mailto:nigel_graham@m-tecque.co.uk> "nigel_graham@m-tecque.co.uk"
<mailto:nigel_graham@m-tecque.co.uk> <nigel_graham@m-tecque.co.uk>
wrote:
I have followed this discussion with great interest and with an
increasing sense of D=E9j=E0 vu.
When the issue of regulator/rectifier failures occur withing the Rotax
community, the standard fix seems to be to simply replace like with like
(at elevated Rotax pricing) and fly on until the next unit fails.
Up until about five years ago, nearly all modern Japanese motorcycles
used the same technology as that found on the Rotax 91x series engines,
permanent-magnet generators controlled by SCR rectifier/regulators. It
may
come as some surprise that for an industry renowned for precision and
reliability, nearly all of these major motorcycle manufactures have at
some
time, been plagued by problems with their SCR based rectifier/regulators
failing and burning out alternators and wiring, cooking batteries and in
extreme cases, squirting unregulated AC into the wiring loom and blowing
up
ECUs. It was just such a failure that "sparked" my interest :-(
Known as "Shunt Regulators" the SCR technology runs extremely hot and
requires more cooling air than modern styling and space allows.
The solution was a move towards MOSFET controlled regulators and the
numerous web-based one-make discussion groups were full of information
and
advice on the reasons for failure, the benefits of the change and
practical
advice on how to convert.
It was by trawling these groups that I was able to build up a good
understanding of how these R/Rs worked, what was causing the problem and
what the potential solution might be. I compiled what I considered to be
the best informed snippets of information into the attached document.
The first half gives an overview of a typical design of an SCR
Rectifier/Regulator for use on a permanent-magnet generating system and
the
second half discussed the relative merrits of SCR versus MOSFET.
It would be interesting to know which technology the the after-market
Schicker and Silent-Hektic R/Rs use.
Nigel
============
============
============
============
|