iF your battery is flat, the starter won’t get you running UNLESS you are stupid enough to to jump start it, in which case you should not be flying anyway......Any IFR compliant A/C requires an electrical system that meets certain specified standards of load and other .Taking off with a flat battery would be illegal. Nev
Hmm interesting. Is that only for IFR? It brings back a memory from my aircraft ownership in a previous life - someone had hired my Debonair and it wouldn't start after they had landed at Cervantes (I think), about 100nm up the WA coast from Perth. I had to hire another plane and take my maintenance LAME up there to try to get it going. It was just a flat battery (cause was found some time later), so the LAME hand-propped it to start it (looked quite scary to me), and we got it back to Jandakot perfectly ok. Would that have been technically illegal (bearing in mind this was around 1992)? The only other option would have been to truck it back, a massively complex and expensive exercise. Even as it was it was quite costly!Taking off with a flat battery would be illegal.
Preflight and battery is flat, IF fitted?.....that’s it, finished until the battery is charged AND load tested for capacity, or it’s replaced. RAA type aircraft don’t have a high capacity charging system either.Plenty do jump start their planes engines or even propswing them. Lots of planes use a ground cart. A serviceable battery (charged) is required for IFR flight. Being able to restart a motor in the air is a worthwhile aim. An idle test is required taxying out, for RAAus planes to check your idle is stable. IF radio is not required for your op, I can't see why you need a battery .Some use a handheld radio. and you can use a mobile phone if it helps.. Nev
To be compliant any electronic fuel injection engine would have to be installed IAW the manufacturer recommendation.Sweden - Rotax requires 30 minutes of emergency battery, to run the engine and basic avionics (if the generators fail).
That's incorrect. Plenty of Lyc's running around wth battery/power dependant ignition systems in experimental. A second battery would be a smart thingAfaik all aero engines are independent of the battery so it keeps running if the battery dies. If you have steam instruments the ALT, ASI, VSI & some thermocoupled engine instruments will still work so the only problem is communication which is why there are procedures for radio out at controlled aerodromes.
Jab's Cold Start kit sparks at much slower revs, but for safety is activated from the starter solenoid.A Jab engine requires 300 rpm to create a spark from the transistorised ignition system so trying to hand start one is virtually impossible. That said I have had situations when the starter has baulked at TDC, then flicked over & started before the first full revolution of the prop.
I have an iS and an emergency power button on the dash. I was wondering what it was for. if alternator B fails, then won't alternator A keep the ECU and fuel pumps going. So, why would I need to restart if alternator A stops? I assume I misunderstood what you were saying.The Rotax 912 iS are electronically fuel injected. This means “no volts = no engine”. To guard against this there are two oil cooled alternators, one for the engine ECU an fuel pumps and one for the aircraft and battery charging.
If alternator A fails, alternator B dumps the aircraft and battery and instantaneously takes over the engine load. If B then fails you will use emergency battery power to start and run but the draw is about 13 amps. You need to size the battery to give you 30 minutes+.