Hi=2C
I agree with that 100%. It is obvious that a large but well sealed tank ope
ning is a must=2C for inspections and possibly for repairs. I had to instal
l two internal braces to put the tank back into shape. Should it ever leak
=2C it would be easier to find the leak and repair it without the traumatic
tank change that some people had.
Karl
> From: ptag.dev@tiscali.co.uk
> To: europa-list@matronics.com
> Subject: RE: Europa-List: Re: sight gauge alternative
> Date: Sat=2C 30 Nov 2013 18:28:38 +0000
>
>
>
> Hi!Guys
> Slight correction to that statement:-the large hole was for mounting the
> fuel level probe but it was made sufficiently large to enable a mop out
> annually because that is the only way you can know what is in there and
> with the ethanol issue now a fact you can check out the water implication
> for stress free flight!
> Regards
> Bob Harrison G=PTAG
>
> -----Original Message-----
> From: owner-europa-list-server@matronics.com
> [mailto:owner-europa-list-server@matronics.com] On Behalf Of Jan de Jong
> Sent: 30 November 2013 14:09
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Re: sight gauge alternative
>
>
> Hi Remi=2C
>
> The unspoken issue that fuels the discussion is the desire to avoid cutti
ng
> a hole in the tank. Ofcourse=2C Bob Harrison thinks a large hole is of th
e
> essence to allow yearly cleaning..
>
> Jan de Jong
>
> On 11/30/2013 1:44 PM=2C Remi Guerner wrote:
> > --> <air.guerner@orange.fr>
> >
> > Hi all=2C
> > I am following this post - and previous discussions on fuel flow sensor
s
> and fuel computers- with amusement as it seems to me that all this high t
ech
> stuff needs a lot of attention and may be less reliable than the old
> fashioned equipment they want to replace. It is true that float type fuel
> gauges in the typical wing fuel tank are not accurate nor reliable. This
is
> mainly due to the flat shape of the tank were a small height error makes
a
> big volume error. I remember when flying Cessnas the gauges were only rou
gh
> indicators that there were some fuel on board=2C and were useless in flig
ht as
> they were looking like windshield wipers at the lightest turbulence. The
> Europa fuel tank geometry=2C being all in height=2C makes it a lot easie
r to
> accurately gauge the fuel quantity. My aircraft was originally fitted wi
th
> an Avelec capacitive gauge with a digital indicator. It was giving a fals
e
> sense of a great accuracy due to the digital display=2C but the indicatio
n was
> varying with th!
> e !
> > type of fuel used. After about 200 hours it started to give random
> indications and finally failed completely. I decided to replace it with a
n
> old fashioned resistive=2C float type with an analog indicator. This Jaeg
er
> unit is used on Robin DR400 type certificated aircraft. I had to weld an
> extension to the oscillating arm to take into account the unusual height
of
> the tank. The fuel quantity accuracy and repeatability are very good. The
y
> are not visibly affected by the attitude of the aircraft and when refueli
ng
> I can predict the quantity to be added to top the tank by a few liters.
> Additionally there is a low fuel switch integrated into the probe system
> which illuminates a warning light when the fuel remaining is 1.5 liters.
> Then I know I had better to switch to the reserve side. My back up is my
> watch: flight time and a conservative calculation using the maximum cruis
e
> fuel flow. This system has been working fine for me for 10 years and 800
> hours..... without any fancy e!
> lec!
> > tronic chip=2C computers etc...
> > Remi Guerner
> > F-PGKL
> >
>
>
>
>
>
>
>
>
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