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I am nearing the end of the fuselage assembly and am considering
engine options.
At this stage the Rotax 912 ULS is my engine of choice. As I already
have the Classic cowlings I would like to use these if possible. I also
prefer the looks of these and have been told they have more sex
appeal. Also because I am building a Classic I do not want to hybridise it
with XS components.
I have the following questions.
What is the advantage of moving the engine forward? I understand this
was done to accommodate the turbo on the 914, and for increased pilot
leg-room in the XS. As nether these are germane in my case should the
engine not be kept as near to the CG as possible.
Is the handling improved by moving the engine forward?
I was considering the following mods to the existing cowling to reduce
cooling drag.
Close up the existing air intake holes to smaller circular Lo-Prestey style
intakes for cooling the bores only.
Incorporate one central intake below the spinner for oil cooler and
radiator.
Lift the engine by as much as the present cowls will allow to increase
propeller clearance and to make room for the radiator.
I would prefer to keep the battery forward of the firewall. I understand
with the XS installation the battery is positioned behind the baggage bay
bulkhead to bring the CG back into limits.
Any comments to the above.
Mark #285
M C CLARK
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Date: Mon, 29 Mar 1999 15:43:52 +0200
From: nigelcharles <NigelCharles@compuserve.com>
Subject: fuel contamination
Message text written by INTERNET:Tennant@t-online.de
>
I hate to preach - but mike caters incident is another example of how
important
it is to install a low fuel pressure indicator or warning light.
<
I have designed a parallel fuel system which being assessed by Francis
Donaldson at the moment. As well as fuel temperature and pressure
indication it uses a pressure switch which provides automatic changeover in
the event of pressure loss at the mechanical pump output. As it already
uses two filters, filter blockage is not a problem and it also caters for
fuel vaporisation, pipe leak and blockage. It does all this with no action
required from the pilot and will provide a changeover as the main tank is
emptied giving a very accurate fuel check at a point when it is most
needed. Two individual shut-off valves are used which are normally left
open. However they do enable filter removal without emptying the tank as
well as isolating the tank in an emergency.
I am willing to circulate the details if anyone is interested but be aware
it is still awaiting final approval. I suspect Francis will want me to
trial it first before it gets blanket approval.
Nigel Charles
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