Bud,
Some transceivers (FT-60, Vortex, =85) are said to be operational in the
engine compartment. Then it=92s easy to put it between the tee (the
other side
of the tee being the return line) and the carbs. That=92s what I will
install
next as one has done already in few ships.
Back to vents I didn=92t 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
<mailto:mcointe@free.fr> mcointe@free.fr
F-PMLH Europa XS_TriGear
Kit #560-2003 912ULS/AirmasterAP332 450 hours
F-PLDJ Dyn=92A=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>
Sent: Wednesday, January 23, 2013 2:50 AM
Subject: Europa-List: Re: Fusalage fuel stains
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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