Max,
Sorry I got tied up with Mod 78 and other issues and have neglected to
review the matronics list.
I would not say it is easy to put a FF sender it into the engine
compartment, but I have known guys to get good results providing the
inlet and outlet through the sender is straight for a few inches.
I don't know why you want to put a hole in the filler cap. If fuel over
boarding is a problem, talk to your mechanic and vent the tank out the
bottom by adding a tee and let the gas run on the ground.
Or am I missing something.
Email off line to budyerly@msn.com<mailto:budyerly@msn.com>.
Regards,
Bud
----- Original Message -----
From: Max Cointe<mailto:mcointe@free.fr>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Saturday, January 26, 2013 9:31 AM
Subject: RE: Europa-List: Re: Fusalage fuel stains and gauges
Bud,
Some transceivers (FT-60, Vortex, .) are said to be operational in the
engine compartment. Then it's easy to put it between the tee (the other
side of the tee being the return line) and the carbs. That's what I will
install next as one has done already in few ships.
Back to vents I didn't get any answer concerning the idea to open a
hole in the cap of the filler as a vent and have a line from there
directly to the tank. Probably none did it but anyone has an opinion on
it?
Max Cointe
mcointe@free.fr<mailto:mcointe@free.fr>
F-PMLH Europa XS_TriGear
Kit #560-2003 912ULS/AirmasterAP332 450 hours
F-PLDJ Dyn'A=E9ro MCR 4S
Kit #27-2002 912ULSFR/MTProp MTV7A 1550 heures
De : owner-europa-list-server@matronics.com
[mailto:owner-europa-list-server@matronics.com] De la part de Bud Yerly
Envoy=E9 : samedi 26 janvier 2013 04:06
=C0 : europa-list@matronics.com
Objet : Re: Europa-List: Re: Fusalage fuel stains and gauges
Roland, Max and Alan.
I have a love hate relationship with fuel gauges also. I have
revisited the Priceton fuel probe (the 5S with 5 set points).
It is the same old capacitance probe, just better electrics.
Pro's:
Small hole 1/2 inch in the top of the tank with a good grommet to seal
the probe in without fear of popping out and leaking. I still put a
cover over the sender to make sure it can't pop out (because I have seen
it on annuals).
Pretty reliable, mine is 5 years old and OK.
Quite accurate if the fuel type (mogas or aviation 100LL) is kept
consistent.
With five set points I set my gauge as follows:
E=0 or reserve fuel only as the gauge is on the pilot side.
1/4 = 2.5 gallons (basically filled to the hump).
1/2 = 5.0 gallons (that is the height of most tanks just at the
level of the top of the arm rest (wheel well to the bulkhead point)
3/4 = 10 gallons (about the height at the break of the tank)
F= 15 plus reserve so basically full with the old 18 gallon tank.
The new tank is nearly 20.
These points are pretty linear between each set point so it cuts down
on the mental gymnastics. I use a Westach gauge, but have done it with
the Dynon and the gauges are reliable. I am impressed with the
consistency over time.
Cons:
As you know, if you change gas, all your settings change. What a
pain.
Takes a while to set the points.
Did I mention it was a pain if you change gas.
Not all EFIS or EIS systems read capacitance probes.
The Europa float works quite well in the planes I installed it in. It
is just a dumb cork float and resistance pot.
If you are willing to experiment, there is a cute fuel bobber used in
marine tanks with a spiral cork attached to a gauge. It reads on a 90
degree angle. Stupid simple, works with any fuel, but is behind you.
They do make an electronic pickup. Problem is it has a large style 5
hole flange, which I hate. Mainly because the only thing to seal them
with for trouble free operation is messy pro seal...
Like many, I have a JPI fuel flow sender, which is dead accurate,
provided you give it the proper starting amount. Once set, on landing,
note the fuel installed and add that to the amount left and it is pretty
darned good on my 914.
I found out reading the new Rotax install manual that they have made a
minor change to their fuel flow setups. Rotax had put in a drawing to
place the fuel return orifice to be placed prior to the fuel sender. It
will still regulate the pressure as it is supposed to and the 912S/ULS
will have a dead accurate fuel flow reading. I haven't changed the two
912S aircraft in service in the shop, but am tempted. It is a lot of
plumbing though. However, in August 2012 Rotax changed their Install
manual and removed it because of their new fuel rail with built in
return and orifice. Anyway, it is quite interesting.
I have the drawing in an old manual. The problem is the orifice needs
to be downstream of the mechanical pump, and the fuel flow sender is not
made to take heat/fire in the engine compartment (manufacturer of the
senders recommends and FAA frowns on senders in the engine compartment).
One would have to take the line from the mechanical pump put in a tee
with an orifice and return line back to the tank. From that tee the
line continues to the fuel flow sender, then back to the carbs. The
requirements of the fuel system is still met as the orifice drops the
fuel pressure from the pumps just a bit to 5.8 max to keep the float
needle operating properly...
Regards,
Bud Yerly
914, sight gauge that works, capacitance fuel gauge, JPI totalizer and
of course a wrist watch, tach, MP and fuel charts.... Talk about
department of redundant redundancy.
----- Original Message -----
From: Roland<mailto:schmidtroland@web.de>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Wednesday, January 23, 2013 2:50 AM
Subject: Europa-List: Re: Fusalage fuel stains
<schmidtroland@web.de<mailto:schmidtroland@web.de>>
Hi Roger,
I refuel after each flight absolutely to the top until fuel spits
out of the breather and I see it in the tank, since I don't have a
reliable fuel gauge. I then trailer my Europa home and to the airport
for the next flight. No fuel comes out. So I cannot imagine, that you
just overfilled.
Hope this helps for troubleshooting.
Regards
Roland
PH-ZTI
XS Trigear 914
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