UL Power Forum - Zenith Aircraft Builders and Flyers2024-03-28T20:44:25Zhttps://zenith.aero/forum/categories/ul-power-forum/listForCategory?categoryId=2606393%3ACategory%3A607665&feed=yes&xn_auth=no30 Amp regulator/ rectifiertag:zenith.aero,2024-03-12:2606393:Topic:9265112024-03-12T16:34:40.499ZDean Bloodhttps://zenith.aero/profile/DeanBlood
<p>I know there has been a lot of discussion about burned wires and connectors on the UL unit, but some builders have had good luck as well. I see UL power has taken the same regulator and done away with the connector that plugs into the regulator and potted the wires instead. I have the earlier style with the connector and am considering doing away with the connector and potting the wires myself. My question is: does anyone have the newer (potted wire) regulator that could confirm what size…</p>
<p>I know there has been a lot of discussion about burned wires and connectors on the UL unit, but some builders have had good luck as well. I see UL power has taken the same regulator and done away with the connector that plugs into the regulator and potted the wires instead. I have the earlier style with the connector and am considering doing away with the connector and potting the wires myself. My question is: does anyone have the newer (potted wire) regulator that could confirm what size wire they are using now? Also has anyone flying with this newer style wire connection had any issues? Thanks</p> UL260iS zenith 701 high density altitude performancetag:zenith.aero,2023-10-19:2606393:Topic:9154872023-10-19T14:43:06.287ZChris Elliotthttps://zenith.aero/profile/ChrisElliott
<p>Hello!<br/></p>
<p>I look to potentially be relocating to Colorado and was wondering if anyone has had any experience with high density altitude and ulpowered engines.</p>
<p></p>
<p></p>
<p>Hello!<br/></p>
<p>I look to potentially be relocating to Colorado and was wondering if anyone has had any experience with high density altitude and ulpowered engines.</p>
<p></p>
<p></p> Using AVGAS 100LL with 350i questiontag:zenith.aero,2023-10-12:2606393:Topic:9150682023-10-12T20:32:01.739ZDave Blackburnhttps://zenith.aero/profile/DaveBlackburn
<p><span style="font-size: 12pt;">The operations and maintenance manual don't really list the 100LL for the 350i. It is listed as an alternate fuel of 100LL for the 350iS. Additionally, there are instructions to have synthetic blend oil and change it more frequently.</span></p>
<p><span style="font-size: 16px;">So very difficult to find airports that carry MOGAS or AV100UL (or any unleaded fuels)</span></p>
<p></p>
<p><span style="font-size: 16px;">Has anyone used 100LL in the 350i and did…</span></p>
<p><span style="font-size: 12pt;">The operations and maintenance manual don't really list the 100LL for the 350i. It is listed as an alternate fuel of 100LL for the 350iS. Additionally, there are instructions to have synthetic blend oil and change it more frequently.</span></p>
<p><span style="font-size: 16px;">So very difficult to find airports that carry MOGAS or AV100UL (or any unleaded fuels)</span></p>
<p></p>
<p><span style="font-size: 16px;">Has anyone used 100LL in the 350i and did you use any additives like decilon(sp)?</span></p> SB 2019-02 for the Bypasstag:zenith.aero,2023-08-15:2606393:Topic:9108642023-08-15T19:30:49.067ZDavid R Ferrellhttps://zenith.aero/profile/DavidRFerrell
<p>Have any of you completed this SB to add this bypass between the fuel supply and return lines? It applies to my 350iS and most older UL engines with serial numbers below 191401. It's not mandatory.</p>
<p></p>
<p>The purpose as I understand it, is to make an engine restart easier in the event of an engine failure in flight caused by air in the system, unporting one of the tanks fuel feeds, or running a tank dry.</p>
<p></p>
<p>I'm trying to get an idea of how difficult this modification is…</p>
<p>Have any of you completed this SB to add this bypass between the fuel supply and return lines? It applies to my 350iS and most older UL engines with serial numbers below 191401. It's not mandatory.</p>
<p></p>
<p>The purpose as I understand it, is to make an engine restart easier in the event of an engine failure in flight caused by air in the system, unporting one of the tanks fuel feeds, or running a tank dry.</p>
<p></p>
<p>I'm trying to get an idea of how difficult this modification is to install and are the benefits really there.</p>
<p></p> ULPower 350i Throttle Springtag:zenith.aero,2023-08-15:2606393:Topic:9108582023-08-15T03:27:35.476ZDave Blackburnhttps://zenith.aero/profile/DaveBlackburn
<p><span style="font-size: 12pt;">I’m kicking around the idea of releasing the throttle spring that pulls spring tension forward to WOT position. I have dual throttle control cables to the throttle with the passenger side friction collar removed. But to keep the throttle spring from creeping the throttle higher, I must keep a bit more friction on control cable than I like. So I can easily release the spring from the lever and go with no spring tension. …<br></br></span></p>
<p></p>
<p><span style="font-size: 12pt;">I’m kicking around the idea of releasing the throttle spring that pulls spring tension forward to WOT position. I have dual throttle control cables to the throttle with the passenger side friction collar removed. But to keep the throttle spring from creeping the throttle higher, I must keep a bit more friction on control cable than I like. So I can easily release the spring from the lever and go with no spring tension. <br/></span></p>
<p><span style="font-size: 12pt;">looking for thoughts from the field</span></p> CANBUS and RS-232 connections ITT Cannon Sure-Seal connectorstag:zenith.aero,2023-07-10:2606393:Topic:9084142023-07-10T03:02:45.114ZTimothy Aanerudhttps://zenith.aero/profile/TimothyAanerud
<p>Where can you buy ITT Cannon Sure-Seal Connectors? The UL Power EMS has several of these connectors.. The RS-232 to EFIS/ULREAD needs a 120-8551-101 three pin female connector. The CANBUS interface needs a 120-8552-101 three pin male connector.</p>
<p></p>
<p>I've been able to find the ITT Cannon catalog, but where to buy one male, and one female connector is a bit challenging. The factory solution appears to be part numbers E080303 for canbus and E080305 for RS-232. 53 Euro…</p>
<p>Where can you buy ITT Cannon Sure-Seal Connectors? The UL Power EMS has several of these connectors.. The RS-232 to EFIS/ULREAD needs a 120-8551-101 three pin female connector. The CANBUS interface needs a 120-8552-101 three pin male connector.</p>
<p></p>
<p>I've been able to find the ITT Cannon catalog, but where to buy one male, and one female connector is a bit challenging. The factory solution appears to be part numbers E080303 for canbus and E080305 for RS-232. 53 Euro each.</p>
<p>Do you even need them?</p>
<p></p>
<p>I'm going to snip the RS-232 connector off and put in a Dsub-9 pin female connector. That's just standard computer stuff. Any USB-RS232 dongle will plug into that as long as you get pins 2 & 3 right. The cable with the canbus connector is too short to reach where my Garmin GAE-24 EIS Interface is located. 3 butt splices seems reasonable to me.</p>
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<p>What has worked for you?</p>
<p></p>
<p></p> SB for: Composite Design manufactured control panel for all UL enginestag:zenith.aero,2023-06-28:2606393:Topic:9073852023-06-28T17:38:46.867ZHerman Eshuishttps://zenith.aero/profile/HermanEshuis
<p><strong><u>Time of compliance: Before next flight</u></strong></p>
<p></p>
<p><strong><u>Reason for this bulletin:</u></strong></p>
<p>Several customer have had a loss of ECU power due to an undetermined issue with the 20A ECU breaker. Stress analysis on several breakers indicated that the breakers performed per manufactures specifications using a static DC load. <strong>In</strong> actual operation with the engine several of the 20A breakers tripped causing loss of engine power. The…</p>
<p><strong><u>Time of compliance: Before next flight</u></strong></p>
<p></p>
<p><strong><u>Reason for this bulletin:</u></strong></p>
<p>Several customer have had a loss of ECU power due to an undetermined issue with the 20A ECU breaker. Stress analysis on several breakers indicated that the breakers performed per manufactures specifications using a static DC load. <strong>In</strong> actual operation with the engine several of the 20A breakers tripped causing loss of engine power. The breakers in question are from Tyco electronics - model# W28-XQ1A-20.</p>
<p></p>
<p>A revision to the UL control panels several years ago has mitigated this issue. Many of the panels fitted with the W28 series breakers are still in the field or in aircraft under construction. The new breakers have been supplied with the UL control panels for the past two+ years with no operational problems. The newer breakers are Klixon (Sensata) series 7277 or 7274 series, easily identified as having a pullable knob type actuator.</p>
<p>It is highly recommended that all existing control panels with the W28 series circuit breakers be refitted by Composite Design with the new breakers. This is a factory modification only.</p>
<p></p>
<p><strong>Action:</strong></p>
<p>If you have a subject control panel, it will need to be refitted. Contact Composite Design via the above email to schedule service or answer questions.</p>
<p>There is a temporary interim fix that can be used prior to modifying current panels by installing a jumper on the terminal block.</p>
<p>The addition of the jumper is meant to be a short term fix to avoid the possibility of an ECU shut down due to a tripped breaker.</p>
<p><u>It will bypass the breaker in the Emergency Power Mode.</u> This jumper addition to the panel does not require any additional wiring changes.</p>
<p></p>
<p>CHECK THE ATTACHED DOCUMENTS FOR PICTURES AND FURTHER INFO.</p>
<p></p>
<p>Herman Eshuis</p>
<p>Wheels and Wings, LLC</p>
<p>Zenith builder assist and completion center</p>
<p>ULPower sales and service dealer</p>
<p>Lake City, FL</p>
<p>386-690-4239</p> MANIFOLD AIR TEMPERATUREtag:zenith.aero,2023-06-06:2606393:Topic:9047732023-06-06T21:34:48.533ZMARIO FERNANDO ROCAhttps://zenith.aero/profile/MARIOFERNANDOROCA
<p>I WOULD LIKE TO KNOW OF ANYONE WHO HAS THE UL POWER 350 ENGINE AIR FILTER PLACED ON THE SIDE WITH A SEPARATE AIR INTAKE, AND NOT IN THE ORIGINAL FACTORY POSITION.<br></br> THE ISSUE IS THAT THE TEMPERATURE OF THE INTAKE PRESSURE AIR TEMPERATURE SENSOR IS ALWAYS 13/15 DEGREES ABOVE THE OUTSIDE AIR TEMPERATURE (OAT), WHILE THE MANUAL SUGGESTS A DIFFERENCE OF 10 DEGREES.<br></br> I WOULD LIKE TO KNOW IF SOMEONE HAS THIS PROBLEM AND WHAT SOLUTION TO USE.<br></br> THANK YOU…</p>
<p></p>
<p>I WOULD LIKE TO KNOW OF ANYONE WHO HAS THE UL POWER 350 ENGINE AIR FILTER PLACED ON THE SIDE WITH A SEPARATE AIR INTAKE, AND NOT IN THE ORIGINAL FACTORY POSITION.<br/> THE ISSUE IS THAT THE TEMPERATURE OF THE INTAKE PRESSURE AIR TEMPERATURE SENSOR IS ALWAYS 13/15 DEGREES ABOVE THE OUTSIDE AIR TEMPERATURE (OAT), WHILE THE MANUAL SUGGESTS A DIFFERENCE OF 10 DEGREES.<br/> I WOULD LIKE TO KNOW IF SOMEONE HAS THIS PROBLEM AND WHAT SOLUTION TO USE.<br/> THANK YOU</p>
<p><a href="https://storage.ning.com/topology/rest/1.0/file/get/11459770498?profile=original" target="_blank" rel="noopener"><img src="https://storage.ning.com/topology/rest/1.0/file/get/11459770498?profile=RESIZE_710x" class="align-full"/></a></p> Has anyone got or flown behind a UL Power 390istag:zenith.aero,2023-05-23:2606393:Topic:9034302023-05-23T13:20:36.978ZJohn Goodwinhttps://zenith.aero/profile/JohnGoodwin
<p>Interested to hear your comments and which plane it was in. John.</p>
<p>Interested to hear your comments and which plane it was in. John.</p> HELP----Ul260iS High oil temperaturestag:zenith.aero,2023-05-14:2606393:Topic:9024382023-05-14T18:57:58.353ZChris Elliotthttps://zenith.aero/profile/ChrisElliott
<p>Hello everyone!</p>
<p>I'm currently in Phase 1 with my 701 and working some kinks out. I love the engine, but I'm battling higher-than-normal oil temperatures. I'm at sea level (40') cruising at 2400 rpms on a 90-degree humid day. My temps keep bumping 238 degrees. I have ensured that all gaps around my oil cooler have been sealed to allow the most air to go through the coil and I know the temperature is accurate. </p>
<p></p>
<p>My CHT's are great, oil pressure only drops when the oil gets…</p>
<p>Hello everyone!</p>
<p>I'm currently in Phase 1 with my 701 and working some kinks out. I love the engine, but I'm battling higher-than-normal oil temperatures. I'm at sea level (40') cruising at 2400 rpms on a 90-degree humid day. My temps keep bumping 238 degrees. I have ensured that all gaps around my oil cooler have been sealed to allow the most air to go through the coil and I know the temperature is accurate. </p>
<p></p>
<p>My CHT's are great, oil pressure only drops when the oil gets hot. My air filter is on top of the engine and hasn't been relocated, but has a naca scoop to it. </p>
<p></p>
<p>Has anyone run into this issue? Thanks!</p>
<p></p>
<p>PS. Before anyone points out that my cooler isn't centered in the hole....I know. However, no part of the cooler is covered and it has to be installed this way to miss the oil thermostat housing. </p>