Date: Tue, 14 Sep 2010 15:28:56 +0200
Frans,
Here are my answers to some of your questions below:
1) Why is the carb attached to a flange that often ruptures and we
have to inspect regularly? :
the problem with the rubber flanges is known to happen on basic
microlight installations where each carb have its own air filter with
no further mechanical support. The carbs then oscillate vertically and
flex the rubber flange, leading to fatigue rupture. When you are using
a properly supported airbox this does not happen. However with the
914 it is a different story as the internal pressure will tend to
disconnect the carbs and the airbox.
2) Why did Rotax not install a carb heater on the 912?
Lycoming and Continental are not supplying a carb heat system ether.
Carb heat installation is usually designed and made by the aircraft
manufacturer. However Rotax offers an optional airbox fitted with the
provision for hot air for the 912 series. It work fine on my Europa.
3) Why does Rotax still sell a voltage regulator which is not up to
its task?
From my experience the Ducati voltage regulator works fine as long
it is cooled properly. There are two ways to do it: on a metal
aircraft, bolt the regulator to the structure which will act as an
heat sink. On composites, provide fresh air with a SCAT ducting to
the cooling fins of the regulator casing.
Remi
F-PGKL Monowheel, 912ULS, 800 hours
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