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  1. Yesterday
  2. There's plenty of blame to go around between CSA and Ducati for the poor mounting location chosen by CSA and the poor materials used by Ducati. My 2007 Ducati regulator has the green potting and was mounted high up on the firewall in a cooler area that was in direct line with cool air coming into the top NACA scoops. It STILL works today, some 12 years later, and is my backup since I upgraded to the Silent-Hektik voltage regulator. It's been soda blasted, sprayed with Corrosion X and is in a ziploc back in my hangar in case of an emergency.
  3. Opinion it is easy to blame all of the Ducati Voltage Rectifier/Regulator failures on the higher temperature at the 2010 - present SportCruiser Ducati mounting location. And, the late model SportCruiser Ducati Mounting location is, in fact, HOT, especially on the ground with extended taxi times. But if one looks closer at the details, Ducati has produced Rectifier/Regulator units with low quality soldered electrical connections to their internal circuitry. And while low quality solder joints MAY “work OK” in cooler conditions, these lower quality solder connections will eventually FAIL when subjected to heat and vibration . Also, about 2009, Ducati changed the recipe for their internal “potting compound” that reduces electrical components inside the Ducati from vibrating away from the circuit board, to a new black in color potting compound that gets significantly “looser” when hot. This new Ducati potting compound allows the internal electrical components to vibrate against the poor quality solder joints, especially when hot. And eventually the internal Ducati electrical connections will break free. This explains why “pre - 2009” green colored, stiffer when hot, older Ducati potting compound filled regulator units may last longer than the post 2009 Ducati units. Military Electronic equipment manufacturer’s use a pre-delivery Quality Control test called ESS, Environmental Stress Screening, where production units are subjected to accelerated levels of heat and vibration in a factory test chamber to ferret out production quality control problems like poorly soldered internal electrical connections. Low quality solder connections are found and fixed before delivery with this ESS technique to ensure longer term reliability of electronics for the very demanding Military temperature / vibration requirements. Commercial electronic equipment producers (like Ducati) oftentimes do not perform any kind of pre-delivery Environmental Stress Screening Quality Control tests on their production units. The SportCruiser designers can be “blamed” for mounting the Ducati in a hot location, and for arranging the post 2009 SportCruiser installed Ducati’s heat sink fins perpendicular to the cooling air flowing DOWN the engine firewall. A very inefficient heat transfer cooling fin arrangement - the internal Ducati electrical components get even hotter with the first, top heat sink fin blocking most of the cooling air. But if one looks further at the root cause of Ducati failures, the Ducati Rectifier /Regulator has had documented production solder quality control issues, and when coupled with a “spongy, looser” (new since 2009) black colored potting compound, the low quality electrical solder connections inside the Ducati will come loose over Time. There are PLENTY of documented Ducati Rectifier/Regulator failures for Rotax to admit, and then to demand their long time Ducati supplier to investigate and solve, providing a better, more RELIABLE DC Voltage regulator component for their excellent Rotax 912 engine’s Internal Alternator. Of course the SportCruiser Czech Sport Aircraft manufacturer can be blamed easily for mounting a known “heat sensitive” Ducati electrical component in a hot environment. But the current design, as produced Ducati Rectifier/Regulator would not survive long in most AUTOMOTIVE specified Temperature/Vibration Environments. And yet we fly this Ducati Voltage Rectifier/Regulator at night In an AIRPLANE, when our cockpit Avionics and Instrumentation, NAV/Strobe lights, Transponder, ADS-B OUT equipment (if equipped) and Com Radio ALL depend on RELIABLE 12 volt DC power. Improvement ? Options : 1) Ducati production control could Look a little closer at their production line’s solder quality, and change back to the older “green color” stiffer internal potting compound to help units survive longer under heat and vibration. 2) Ignore the Ducati production quality / design problems and we can simply blame the Czechs’ Hot Mounting location for Ducati failures in late model (since 2010) SportCruisers. Dave PS or, Option 3), a third alternative, is for E-LSA Experimental SportCruiser aircraft owners, to buy a Form-Fit-Function replacement Rotax Rectifier/Regulator unit Built by Silent-Hektik. A more sophisticated 12 Volt DC Regulator electrical design with higher build quality, and more robust heat sink fins for reliable use in a hot environment. Details on Investigations of Failed Ducati Units’ Solder Production Quality Control and Potting Compound Production “Stiffness” Changes. (New ~ 2009) that Exacerbate the Ducati Solder Quality Issues under Heat and Vibration. Documented here on SCFLIER, and also on the Vans AF RV-12 Forum (Mike M). Poor Ducati Internal Solder Quality Examples from analysis of a failed unit: Measurement of the decreased stiffness of the Black Color, New since ~ 2009 Ducati Internal Potting compound Examples of poor solder quality internal electrical connections inside a failed Ducati unit Example of failed internal Ducati Electrical Connections due to Poor Solder Factory Quality Control - on the main SCR DC Regulator control’s switching components Standard Electronic Equipment and Component Temperature Ranges: Commercial (the lowest grade) : 0 °C to 70°C (158 deg F), and some manufacturers also use 85 °C (185 deg F) for the high temperature side of "Commercially" Rated Parts. Note that the Rotax recommended Maximum Temperature For the Ducati Rectifier / Regulator is 80 degrees C, 176 degrees F Industrial : −40 °C to 100 °C. 212 deg F on the high temperature side Automotive : −40 °C to 125 °C. 251 deg F on the high temperature side Military (the best, most Reliable grade) : −55 °C to 125 °C. 251 deg F on the high temperature side ESS - Environmental Stress Screening https://en.wikipedia.org/wiki/Environmental_stress_screening
  4. Last week
  5. ...at my age, I get to choose who I fly with. You are NOT the student from hell, you are "a chosen one". Welcome to the group.
  6. Dave, forgive me for not identifying myself, this is Leo ... a/k/a "the student from Hell". The rectifier may get hot in flight, but I have not noticed a warning light in flight. I usually see the warning while on the taxiway, after a long flight.
  7. That's about one every two years Dave. I'd say you keep a spare on hand at this rate or put one on auto order with Amazon. I changed mine to the Silent-Hektik (E-LSA only) and still have my original Ducati in the hangar as a backup if I ever need it.
  8. I may have mentioned it here but didn't change it out. I was hoping a LOA would allow me to upgrade. I'm averaging just under 200 hours per unit. I agree with the heat/cooling issue.
  9. My understanding is that Ducati issues are really engine compartment heat issues - there are lots of LSAs ( including mine ) that are on the original rectifier without any problems ...
  10. As I announced my exit from the runway, I was alerted to low voltage. I ordered a new Ducati voltage rectifier from Certus. It would be my 5th replacement since new.
  11. Ha .... metric vs imperial , tell me about it .. I had an oil tank go bad ( a mechanic installed a quick oil release valve with not enough clearance between the valve and the exhaust below so the valve kept banging on the exhaust during engine startup , and eventually the oil tank bottom bolt gave out ) so I had to get a new tank - trouble is they my original tank and fittings were European and I could only get the imperial version here so I kept the European top of the tank ( so it fits the oil lines ) and used imperial bottom of the tank since that’s the only one I could get here heheh - it works fine since the only difference is at the top related to pipe fitting but what a pain ...
  12. I so wished we used the metric system. I do so much of my design and work with the metric system, nearly all my components come from overseas and the specs and drawings are in metric. Converting to imperial is a pain. Base 10, how easy is that? No, we have 1/16" and 1/32" and all kinds of crazy fractions, how silly. I hear the canopy guides work great and I can't see what that handle is used for at all. It's very, very rare that my canopy doesn't algin when I close it thankfully.
  13. The canopy guides are totally worth doing however the canopy handle is pretty much worthless.
  14. Brilliant as always Shawn. Yup got an 8.5mm yesterday. Fitting today. Did the canopy guides yesterday. Simple but immense solution. Canopy glides closed now. No more juggling it side to side. The imperial/metric thing is a bummer. USA bits on a European design. Need two sets of tools!
  15. Hi James, The 2 bolts that secure the handle to the canopy frame are M6 which of course means a M6 rivnut. A M6 rivnut uses a 9mm hole. Technically it's a 8.5mm hole if you can source that size bit across the pond in metric land. Hope this helps.
  16. Hi SC, do you know which size drill bit I need for the canopy handle rivnuts. Cheers
  17. Earlier
  18. Welcome, Scott. Flying and instructing in a SportCruiser is just so much more fun than flying a Cessna. What would you consider a "good deal"?
  19. Welcome Scott! I’m just down the coast from you in Fullerton! Hope to catch up sometime!
  20. Welcome Scott. I've seen a few of the SMF Youtube videos before. You'll find everything SportCruiser on this site. Enjoy.
  21. welcome aboard scott and happy you found this site that will be so useful for you.
  22. Hello My name is Scott. I'm received my PPL a few months ago but started my training out of Santa Monica Flyers in a Czech SportCruiser a couple years ago. Honestly enjoyed flying the SC more than the Cessna 172. Currently working on my instrument rating and looking to get my commercial and CFI. Would love to get a SC to both build hours in, so partly I'm here to read about others experience with them and who knows maybe catch a good deal. Looking forward to reading what you've all had to say. Scott
  23. Update ! as of 5/31/19.  the number of  Active, Validated SCFLIER SportCruiser Forum Members with Log-In Privileges is now  410  SCFLIER Forum Members !
  24. Yup and at the time of the poll the Sensenich prop was already in use so that didn't technically change either. Yes, it's a LSA, were people expecting something faster? As for number 7, the factory already had a cost effective pathway to retrofit legacy aircraft, they passed the cost on to the owner. It didn't cost CSA a dime so to them it was "cost effective" and they didn't need to address this issue, or any of the other ones. Do I really need to post what's in EVERY service bulletin.............again? COSTS: To be covered by the aircraft owner / operator.
  25. I just thought it was interesting to look at this again years later and see if anything changed. Some things that people wanted in the list … such as #2 is just silly when talking about light sport planes with max speeds of 120 knots. #7 just doesn't make sense as the manufactured cant control the cost of any upgrade.
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