Max=2C
My only concern would be for rain water to get in.
I may change my venting setup and I have studied all the other solutions.I
would put a Y-fitting on top of the cobra=2C then connect the tank vent and
the sight tube vent to it.The actual vent then would be the third outlet
=2C and it would go down and exit the fuselage via one of the reclaimed ss
elbows at a point where it would be hidden by the wing root. I would put a
fine mesh gauze over the opening to ensure that no insects ever get into it
.Would that be a stupid idea ? I like simple solutions
Karl
From: mcointe@free.fr
Subject: RE: Europa-List: Re: Fusalage fuel stains and gauges
Date: Sat=2C 26 Jan 2013 15:31:41 +0100
Bud=2C Some transceivers (FT-60=2C Vortex=2C =85) are said to be operationa
l in the engine compartment. Then it=92s easy to put it between the tee (th
e 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 d
idn=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 Cointemcointe@free.frF-P
MLH Europa XS_TriGearKit #560-2003 912ULS/AirmasterAP332 450 hours F-PLDJ D
yn=92A=E9ro MCR 4S Kit #27-2002 912ULSFR/MTProp MTV7A 1550 heures De : owne
r-europa-list-server@matronics.com [mailto:owner-europa-list-server@matroni
cs.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=2C Max
and Alan.I have a love hate relationship with fuel gauges also. I have rev
isited the Priceton fuel probe (the 5S with 5 set points).It is the same ol
d capacitance probe=2C 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 fe
ar 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
=2C mine is 5 years old and OK. Quite accurate if the fuel type (mogas or a
viation 100LL) is kept consistent.With five set points I set my gauge as fo
llows: 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 (whe
el well to the bulkhead point)3/4 = 10 gallons (about the height at the b
reak of the tank)F= 15 plus reserve so basically full with the old 18 gal
lon tank. The new tank is nearly 20. These points are pretty linear betwee
n each set point so it cuts down on the mental gymnastics. I use a Westach
gauge=2C but have done it with the Dynon and the gauges are reliable. I a
m impressed with the consistency over time. Cons: As you know=2C if you ch
ange gas=2C 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 s
ystems read capacitance probes. The Europa float works quite well in the pl
anes I installed it in. It is just a dumb cork float and resistance pot.If
you are willing to experiment=2C there is a cute fuel bobber used in marin
e tanks with a spiral cork attached to a gauge. It reads on a 90 degree an
gle. Stupid simple=2C works with any fuel=2C but is behind you. They do m
ake an electronic pickup. Problem is it has a large style 5 hole flange=2C
which I hate. Mainly because the only thing to seal them with for trouble
free operation is messy pro seal... Like many=2C I have a JPI fuel flow se
nder=2C which is dead accurate=2C provided you give it the proper starting
amount. Once set=2C on landing=2C 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 f
uel flow setups. Rotax had put in a drawing to place the fuel return ori
fice to be placed prior to the fuel sender. It will still regulate the pre
ssure 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 s
hop=2C but am tempted. It is a lot of plumbing though. However=2C in Augu
st 2012 Rotax changed their Install manual and removed it because of their
new fuel rail with built in return and orifice. Anyway=2C it is quite inte
resting. I have the drawing in an old manual. The problem is the orifice n
eeds to be downstream of the mechanical pump=2C 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). O
ne would have to take the line from the mechanical pump put in a tee with a
n orifice and return line back to the tank. From that tee the line continu
es to the fuel flow sender=2C then back to the carbs. The requirements of
the fuel system is still met as the orifice drops the fuel pressure from th
e pumps just a bit to 5.8 max to keep the float needle operating properly..
. Regards=2CBud Yerly914=2C sight gauge that works=2C capacitance fuel gaug
e=2C JPI totalizer and of course a wrist watch=2C tach=2C MP and fuel chart
s.... Talk about department of redundant redundancy. ----- Original Messag
e ----- From: Roland To: europa-list@matronics.com Sent: Wednesday=2C Janua
ry 23=2C 2013 2:50 AMSubject: Europa-List: Re: Fusalage fuel stains --> Eur
opa-List message posted by: "Roland" <schmidtroland@web.de>
Hi Roger=2C
I refuel after each flight absolutely to the top until fuel spits out of th
e breather and I see it in the tank=2C since I don't have a reliable fuel g
auge. I then trailer my Europa home and to the airport for the next flight.
No fuel comes out. So I cannot imagine=2C that you just overfilled.
Hope this helps for troubleshooting.
Regards
Roland
PH-ZTI
XS Trigear 914
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