Today's Message Index:
----------------------
1. 12:17 AM - FloScan sensors; which model? (Frans Veldman)
2. 01:47 AM - Re: FloScan sensors; which model? (G-IANI)
3. 02:09 AM - Re: FloScan sensors; which model? (josok)
4. 04:04 AM - Re: FloScan sensors; which model? (Frans Veldman)
5. 04:05 AM - Re: Re: FloScan sensors; which model? (Frans Veldman)
6. 07:03 AM - Re: FloScan sensors; which model? (David Joyce)
7. 12:08 PM - Re: when to attach spar strap (ALAN YERLY)
Message 1
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Subject: | FloScan sensors; which model? |
I'm about to finish the fuel system. Part of the installation are two floscan sensors.
I have the 'A' models, suitable for a flow of 0.2 to 30 GPH. I just realised
that although the consumption of the Rotax 914 is well within the lower
part of the range of these sensors, the total flow is near, or possibly exceeding,
the limits of these sensors. Near their upper limit, they exhibit a pressure
loss of 2.6 psi, and since the pressure of the fuel-over-airbox is about
6 psi, this looks significant.
Has anyone used these sensors with a 914? Should I exchange them for the bigger
sensors, which are capable of dealing with 60 GPH, and generally exhibit half
the pressure loss?
Frans
Visit - www.EuropaOwners.org
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Subject: | FloScan sensors; which model? |
Frans
G-IANI has the 914 and two Floscan 201A-6 sensors. By the way the "A" tells
you it is the light weight aircraft model. The B and C models have higher
flow capacity and weight a lot more.
At full boost the 914 takes 28 LITRES per hour so well within the rang of
the sensor.
Ian Rickard G-IANI XS Trigear, 200 hours
Europa Club Mods Rep (Trigear)
e-mail mods@europaclub.org.uk
or direct g-iani@ntlworld.com
Message 3
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Subject: | Re: FloScan sensors; which model? |
Hi Frans,
The maximum consumption of a 914 is below 25 liters per hour. So whatever pressure
loss occurs at 120 l/h is not important. The lower sensivity on the other
hand is important, because running idle will bring the consumption close to the
lower limit, and so introduce a fault in the fuel totaliser. The 914 has its
own fuel pressure regulator, to compensate fuel pressure to airbox pressure.
A slight drop in the feed line will be compensated for.
I had a button to remove the input from the return Flow sensor from the fuel totaliser.
In the checklist procedure after engine start, pressing the button gave
me a reliable impression of the state of the filters, pumps and lines.
Regarards,
Jos Okhuijsen
Visit - www.EuropaOwners.org
Message 4
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Subject: | Re: FloScan sensors; which model? |
G-IANI wrote:
> At full boost the 914 takes 28 LITRES per hour so well within the rang of
> the sensor.
If there were no return line, yes. But if the whole system pumps 120
litres per hour, the first flow sensor sees 120 litres passing, and the
one in the return line sees 92 liters passing. The consumption is then
28 litres indeed, but this is not what is actually flowing through the
sensors.
Hence my question whether the flow sensors are not a little bit on the
small side.
Frans
Message 5
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Subject: | Re: FloScan sensors; which model? |
josok wrote:
>
> Hi Frans,
>
> The maximum consumption of a 914 is below 25 liters per hour. So
> whatever pressure loss occurs at 120 l/h is not important.
It is, because this is what could be flowing through the sensor at that
moment.
> The lower
> sensivity on the other hand is important, because running idle will
> bring the consumption close to the lower limit,
If I understand it correct, the amount of fuel flowing through the
sensor is depending on the fuel pump, not the actual consumption of the
engine.
> I had a button to
> remove the input from the return Flow sensor from the fuel totaliser.
Ah, and what did you see then? Of course this button did not change the
amount of fuel flowing, but the value you were seeing when pressing the
button would probably be a lot more than the acutal consumption of the
engine, right?
Frans
Message 6
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Subject: | Re: FloScan sensors; which model? |
Frans, My 914 with JPI 450 and 2 Floscan 201 A6 (PN201-031-00) transducers
actually consumes 30 l/hr at 164 knts/5500RPM/34.7in MP at 6500ft. Part of
the testing to satisfy the PFA/LAA involed fuel flow tests by disconnecting
the return hose and seeing how much came out with one or 2 pumps going. I
can't find the work sheet with the precise figure, but I know the answer
came out at something like 2 and a bit l/min and my inspector was entirely
happy. The actual flow rate is of course regulated largely by the pressure
release valve. My reading before fitting these transducers convinced me that
they were the gold standard, fitted to the bulk of certified aircraft that
have fuel flow systems. Regards, David Joyce, G-XSDJ
----- Original Message -----
From: "Frans Veldman" <frans@paardnatuurlijk.nl>
Sent: Tuesday, October 07, 2008 12:09 PM
Subject: Re: Europa-List: FloScan sensors; which model?
> <frans@paardnatuurlijk.nl>
>
> G-IANI wrote:
>> At full boost the 914 takes 28 LITRES per hour so well within the rang of
>> the sensor.
>
> If there were no return line, yes. But if the whole system pumps 120
> litres per hour, the first flow sensor sees 120 litres passing, and the
> one in the return line sees 92 liters passing. The consumption is then
> 28 litres indeed, but this is not what is actually flowing through the
> sensors.
>
> Hence my question whether the flow sensors are not a little bit on the
> small side.
>
> Frans
>
>
>
Message 7
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Subject: | Re: when to attach spar strap |
Rowland and others,
The exact time to do the spar strap is up to you. I do it when
convenient after rig of the sockets. Be sure to set each wing at the
same incidence angle prior to glassing. I set the cardboard as depicted
and I ensure that the release tape has two layers on the spar so the
rig/de-rig gets just a little more play. Note the spacing between the
starboard root spar and the socket or the between spar spacing when
rigged to the fuselage. In the shop here, I use a spare socket cup to
set the spacing, but a thin washer will do. That spacing needs to be
duplicated so the spar strap is not to narrow. I set up the wings top
side up and jig them in place. Once I have the glass on, I put peel ply
around it and then tape it up to hold the glass from sagging. Once
cured, it pulls apart easily. Doing it this way really makes the
alignment through the spar strap a breeze later on. Remember, the spar
strap needs to be snug, not tight. As far as when to do it, I like the
spar strap for self rigging as it is a built in alignment device for me.
Once I have the wings rigged, I put on the spar strap. Personally, it
is a must for tail draggers.
Note: Depending on your clearances, once I found that the aileron cross
link bolts scraped on the strap during rig. I changed out the bolt to a
525 screw for clearance.
Enjoy your building.
Bud Yerly
Custom Flight Creations
(813) 653-4989
----- Original Message -----
From: Rowland & Wilma Carson<mailto:rowil@clara.net>
To: Europa e-mail list<mailto:europa-list@matronics.com>
Sent: Sunday, October 05, 2008 11:16 AM
Subject: Europa-List: when to attach spar strap
<rowil@clara.net<mailto:rowil@clara.net>>
My wings are in the garage, pinned to the cockpit module with the
seatback bushes happily curing as in manual chapter 14. Looking some
way ahead to chapter 27, I note the need to add a retaining strap to
the port spar which has to be laid up around the starboard spar.
I can't see why I shouldn't do this layup now, while I have
everything conveniently to hand, but maybe there is something I have
overlooked. Can anyone think of a good reason to postpone this layup
until later?
regards
Rowland
--
| Rowland Carson LAA #16532
http://home.clara.net/rowil/aviation/<http://home.clara.net/rowil/aviatio
n/>
| 1120 hours building Europa #435 G-ROWI e-mail
<rowil@clara.net<mailto:rowil@clara.net>>
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