Today's Message Index:
----------------------
1. 03:21 AM - Re: Rolo-Flairing Tool (I think I have a dud) (John Cliff)
2. 05:22 AM - Re: 914 fuel pressure (STOUT, GARRY V, CSFF2)
3. 07:04 AM - Re: 914 fuel pressure (DJA727@aol.com)
4. 07:10 AM - Re: 914 fuel pressure (TELEDYNMCS@aol.com)
Message 1
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| Subject: | Re: Rolo-Flairing Tool (I think I have a dud) |
--> Europa-List message posted by: "John Cliff" <mx@crixbinfield.freeserve.co.uk>
> --> Europa-List message posted by: Tony Renshaw <tonyrenshaw@ozemail.com.au>
>
> Gidday,
> Sorry to keep going on about this but I have a problem, I think. The flairing
> tool I have appears to be high quality, but there are a couple of areas where
I
> am unsure. IT is a Parker Rolo-Flair 37 degree tool. It has a multiple pipe
> diameter clamping system which is an extension from the handle, and ontop of
> this is a bridge system that elevates a centrally located spindle above the
> pipe, which comes in from the opposing side. Within this threaded spindle is
> the flairing die and it winds into the pipe that is clamped to a pre
determined
> depth by a depth gauge feature, which is very nicely engineered. So, my
problem
> is that the spindle is loose and so is the bridge support, but only by a
little
> bit. It results in the die winding down into the tube, but allows it to become
> "non concentric" within the scope of the sloppiness of the spindle. Suffice to
> say, as you wind it into the pipe it migrates in an uncontrollable direction,
> or at least I can't control it. So I want to know if this sloppiness is
normal?
> It is made by Parker in the US and I seem to recall it is called a Roto
> Flairing tool. Red Handle, bronzy coloured metal. Has anyone else had the same
> problems, and if so, how do I stop it happening???
> Reg
> Tony Renshaw
I have exactly the same tool. The spindle is also floppy when not under load,
some kind of self-aligning bearing I guess. If you put an axial load on the
roller, as when it meets the tubing, the floppiness largely disappears. The
swinging bridge piece is not floppy in a transverse direction, only slight
movement..
The two die wheels should lock hard together when the wing nut clamping the
bridge piece is tightened, gripping the tubing tightly. The roller will then
find its own centre as it is wound into the tube end (if the tube end is square,
of course). Makes perfectly good flares for me. Keep at it !
One or two practice shots are desirable, to find out how long to go on winding
to make a flare which is big enough but not over-thiined.
John Cliff
#0259
Message 2
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| Subject: | 914 fuel pressure |
--> Europa-List message posted by: "STOUT, GARRY V, CSFF2" <garrys@att.com>
Dave, respectfully I think you may be agonizing over nothing. There are
multiple thousands of 914's running all over the world. Most use the
same fuel pump and pressure regulator that you have. They all work just
fine. Why tinker with something that isn't broke? Stop worrying and
start flying!
Regards,
Garry V. Stout
N4220S 914-trigear
-----Original Message-----
From: DJA727@aol.com [mailto:DJA727@aol.com]
Here is a question that comes after thinking quite a bit.
The 914 engine has two electric fuel pumps that feed fuel to the engine.
The
fuel pressure is supposed to be regulated by a fuel regulator on the top
of
the airbox. It maintains the fuel pressure at about 3.5 psi above the
airbox
pressure. The normal range is from 2.0 to 5.0 psi delta above airbox
pressure. Should the pressure go over 5.0 delta, there is risk of
flooding
the carbs.
I have been trying to figure a way to measure that parameter and have
not
found a cheap way, since a delta pressure sensor to do that job is very
expensive, I think.
I had an idea that I acted on and that was to record fuel pressure vs
manifold pressure, to see if the relationship would be similar to the
airbox
relationship. It turned out to be linear and I set up my monitor to
compare
the fuel pressure reading to manifold pressure with a derived simple
math
function. I ran the engine today, and it basically worked OK, staying
within
my prescribed limits based on reason.
It worked fine, except for the fact that the fuel pressure reading
jumped 2.2
psi with the second fuel pump turned on. This has always bothered me
that the
fuel pressure is supposed to be regulated, yet it significantly
increases
with the second fuel pump activated along with the first. I am measuring
raw
fuel pressure in the line coming from the pumps, going to the engine.
The Rotax manual has the two pumps in series, yet the Europa manual
calls for
them to be in parallel. Mine are as the Europa manual calls. I am now
wondering if the airplane should be operated with one pump running,
rather
than 2. I have a system set up to automatically activate the second
pump,
should the first one fail.
An additional factoid is that my engine spits small amounts of soot onto
the
leading edge of the wing and I am wondering if I am getting that from
running
the engine on the virge of flooding with 2 pumps turned on for aake off
and
landing. I would love to talk to a Rotax engineer, but I find them hard
to
come by. Anybody have any ideas on this? Should the fuel pressure be
measured
in the line from the regulator to the carb? If I institute the policy of
taking off with one pump, that would solve this puzzle, but I am not
sure
what is correct.
Thanks,
Dave
A227
Mini u2
Message 3
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| Subject: | Re: 914 fuel pressure |
--> Europa-List message posted by: DJA727@aol.com
In a message dated 5/7/2003 5:23:17 AM Pacific Standard Time, garrys@att.com
writes:
> Dave, respectfully I think you may be agonizing over nothing. There are
> multiple thousands of 914's running all over the world. Most use the
> same fuel pump and pressure regulator that you have. They all work just
> fine. Why tinker with something that isn't broke? Stop worrying and
> start flying!
>
I appreciate your point as I am a believer in the philosophy of if it ain't
broke, don't fix it. On the other hand, the fuel pressure regulation is key
to the successful operation of the engine. I don't like to factor in historic
reliability in my decisions as to what is important to monitor. If I did, why
bother reading oil pressure? Engines are running all over the world without
problems? How many times does an oil pump fail?
Dave
Message 4
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| Subject: | Re: 914 fuel pressure |
--> Europa-List message posted by: TELEDYNMCS@aol.com
In a message dated 5/7/2003 10:05:17 AM Eastern Daylight Time, DJA727@aol.com
writes:
> Engines are running all over the world without
> problems?
Engines are running all over the world without
problems?
One of the guys who keeps a sailplane at our field also has a meticulously
maintained 914 powered Katana. After just a little over 400 hours of
operation, in a normal take off and departure, it snapped the crank.
Fortunately he was able to glide back to the airport to a safe landing. Just
the latest bad news I've heard about the 914 and not the first I've heard of
cranks snapping under load.
John Lawton
Dunlap, TN
A-245
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