low voltage on my 503
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ukey4917
Re: low voltage on my 503
Hi Mark DJust trying to get this email re Key West off the Earthstar group.. I am not very experienced in doing this so bear with me as I make this attempt to email you outside of the group. Standing by for you quick and simple reply.Gary
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tgulldave
Re: low voltage on my 503
Sorry for the slow response. My recollection is that I do read the 13.8 v
if I disconnect my battery. Otherwise I read the battery voltage.
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Beware creeping normality.
if I disconnect my battery. Otherwise I read the battery voltage.
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Beware creeping normality.
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blaswichk
Re: low voltage on my 503
I’ll chime again. With the engine running even at an idle, your should see at least 13.2 volts on your EIS or digital voltmeter. If you see 12..5 or less, replace the Keywest or/and double check all leads from engine connections to regulator to battery. I’ve been through this twice before, and it’s been the regulator. I’ve got 514hrs on the airframe now Electric things wear out too.
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sadowin
Re: low voltage on my 503
It might be your battery. I just replaced mine and I'm getting 13.2 to 13.6 while flying on my EIS now. The old one was only showing 12.4 +or-. If you are showing over 13 volts at the keywest reg. while idling like Kess says then the problem is somewhere else.
Mike
Mike
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ukey4917
Re: low voltage on my 503
I amstill working on this problem. I have replaced the KeyWest with one I got fromMark D (this group). I installed a separate analog needle voltmeter (westeck)directly to the battery. And I have been reading some pages from the Challengerwebsite that talk about the output from the coils of the Rotax 503 (beingpermanent magnet type that require not excitation voltage). BTW the battery is only about 1 yr old.
On the ground withengine off and only EIS on (main also on) I can get the 13.6 with a high gradetrickle charger connected thru the “cigarette lighter” port. The Challengerwebsite paper talks about putting a volt meter on the output wires (2 wires)from the engine coils and connected to the input side of the KeyWest. Also,just a day or so ago I started looking at the condition of the wires from theengine coils to the KeyWest and they have “bayonet type” connections mid-way(an not is pristine condition).
So far (afterthe Mark D KeyWest) I have not gotten the red-light warning from theGrandRapids EIS in flight or during taxi and air hops (which is probably set atabout 10.5 threshold.) However, I have yet to see the 13.5 displayed on the EISreadout when operating engine running.
During the above time I had a failureon the Facet elec fuel pump and replaced that with a new one from ACS: max pres4 psi, min pressure 1.5 psi and I use that only for pre-engine start sequenceand not while flying. The old one had a min of 3 psi.)
On the ground withengine off and only EIS on (main also on) I can get the 13.6 with a high gradetrickle charger connected thru the “cigarette lighter” port. The Challengerwebsite paper talks about putting a volt meter on the output wires (2 wires)from the engine coils and connected to the input side of the KeyWest. Also,just a day or so ago I started looking at the condition of the wires from theengine coils to the KeyWest and they have “bayonet type” connections mid-way(an not is pristine condition).
So far (afterthe Mark D KeyWest) I have not gotten the red-light warning from theGrandRapids EIS in flight or during taxi and air hops (which is probably set atabout 10.5 threshold.) However, I have yet to see the 13.5 displayed on the EISreadout when operating engine running.
During the above time I had a failureon the Facet elec fuel pump and replaced that with a new one from ACS: max pres4 psi, min pressure 1.5 psi and I use that only for pre-engine start sequenceand not while flying. The old one had a min of 3 psi.)