---------------------------------------------------------- Europa-List Digest Archive --- Total Messages Posted Thu 04/23/09: 17 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:49 AM - Re: Fuel return line attachment point with 912UL (zwakie) 2. 12:52 AM - 912S upgrade (Neil France) 3. 01:10 AM - Re: Fuel return line attachment point with 912UL (Brian Davies) 4. 04:25 AM - Re: Fuel return line attachment point with 912UL (Karl Heindl) 5. 04:54 AM - Re: Fuel return line attachment point with 912UL (rampil) 6. 05:56 AM - Re: Re: Fuel return line attachment point with 912UL (Graham Singleton) 7. 06:12 AM - Re: Re: Fuel return line attachment point with 912UL (Sidsel & Svein Johnsen) 8. 06:33 AM - Re: Re: Fuel return line attachment point with 912UL (Brian Davies) 9. 07:11 AM - Re: Fuel return line attachment point with 912UL (zwakie) 10. 07:32 AM - Re: Fuel return line attachment point with 912U (zwakie) 11. 07:51 AM - Re: Re: Fuel return line attachment point with 912UL (Raimo Toivio) 12. 08:36 AM - Re: Re: Fuel return line attachment point with 912U (Sidsel & Svein Johnsen) 13. 08:56 AM - Re: Re: Fuel return line attachment point with 912UL (Sidsel & Svein Johnsen) 14. 11:20 AM - Re: Fuel return line attachment point with 912UL (Robert Hatton) 15. 01:26 PM - Re: Fuel return line attachment point with 912UL (Jan de Jong) 16. 03:19 PM - Re: Re: Fuel return line attachment point with 912UL (Karl Heindl) 17. 06:47 PM - Jab FWF kit (jimpuglise@comcast.net) ________________________________ Message 1 _____________________________________ Time: 12:49:13 AM PST US Subject: Re: Europa-List: Fuel return line attachment point with 912UL From: "zwakie" Hi Karl, [quote:ee27d1fd5f="kheindl"]Are you saying that I can change my plumbing and not use a transducer in the return line ? [/quote:ee27d1fd5f] Yes, you can. Actually, that's the whole purpose of the schema I posted [quote:ee27d1fd5f="kheindl"]What then is the LAA recommendation [/quote:ee27d1fd5f] I had the same question, so got in touch with the LAA before posting it here. I had a brief e-mail conversation with Andy D. (I also sent him the schema). Andy too was mentioning vapor-lock, and recommends to stick the sender as closely to the carbs as possible. If I decide to go this route, I will need to seek individual approval. Andy stated that this mod almost certainly invalidates the PtF, and a new flight test would be required. Marcel Visit - www.EuropaOwners.org ________________________________ Message 2 _____________________________________ Time: 12:52:21 AM PST US From: "Neil France" Subject: Europa-List: 912S upgrade Thanks to everyone who replied for their offers, I am now sorted. Neil France. do not archive ________________________________ Message 3 _____________________________________ Time: 01:10:08 AM PST US From: "Brian Davies" Subject: RE: Europa-List: Fuel return line attachment point with 912UL Karl, Personally, I would stick to the recommended fuel supply configuration and fit two Floscan transducers as detailed in the LAA approved mod. This ensures a constant circulation of fuel in the length of pipe that joins the two carbs together and avoids vapor locking as much as possible. If you are prepared to accept the slightly increased risk of vapor locking, ( probably more likely in the future with the changes to Mogas) you could modify the fuel system as described by Marcel and then you only need one transducer. My understanding is that this would require a new mod approval but I do know that a number of aircraft are flying with this arrangement having installed it under "standard aircraft practice" and they have not reported any problems. Regarding the location of the transducers, mine are in the engine compartment, well wrapped in firesleeve, and have not given any problem. Again, if you have the option (Trigear) it is preferable to mount them outside the "hot" area. The Floscan transducer is also used in marine applications and you can buy the identical part, at a "reduced" price, from www.merlinequipment.com in the UK. - Still very expensive! Note that if you are using a FS450 configured for a single transducer you will have to swap it for a double transducer model. As usual, you pays your money and takes your choice! Regards Brian _____ From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Karl Heindl Sent: 23 April 2009 01:25 Subject: RE: Europa-List: Fuel return line attachment point with 912UL Brian, I believe it helps a lot, but I have to think about it a little more. Are you saying that I can change my plumbing and not use a transducer in the return line ? My fuel lines are as per factory recommendations apart from gascolator and location of gascolator and fuel pump. It would save a great deal of money; the tr. is now $ 332.- from ACS. I took advantage of the ACS discount plus the $ 175.- rebate from JPI, and payed 'only' $310 for the complete FS450 single transducer kit. What then is the LAA recommendation and what about Ian's mod submission to the LAA ? Cheers, Karl _____ From: bdavies@dircon.co.uk Subject: RE: Europa-List: Fuel return line attachment point with 912UL No Karl, you have not missed anything. If you install the fuel system as recommended by the factory on a Rotax 921, you need two transducers so that the return flow is subtracted from the total flow- leaving you with fuel consumption. If you change the fuel supply configuration so that the return line starts before the fuel gets to the carbs, you can then have a single feed to the carbs. The fuel flow in this single feed is the fuel consumption of the engine. Hope that helps. Brian Davies _____ From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Karl Heindl Sent: 22 April 2009 18:22 Subject: RE: Europa-List: Fuel return line attachment point with 912UL Hi, I am also very confused about what has been said so far. I will be installing a FS450 fuel flow gadget, and it calls for transducers in the flow and return lines. I am not interested in how much fuel is flowing to the engine, I am interested in the fuel consumption. And that consumption is the difference between flow and return. Have I missed something ? BTW, I am looking for another Floscan 201 A6 with a matching K-factor. Karl > From: roberthatton1@googlemail.com > To: europa-list@matronics.com > Subject: RE: Europa-List: Fuel return line attachment point with 912UL > Date: Wed, 22 Apr 2009 18:00:53 +0100 > > > Hello Graham, > > I am following this thread for I shall also be looking at fitting a fuel > flow meter. Could I ask you to elaborate on your comment about ignoring the > return flow for you are only measuring the fuel to the engine. I think I > understand that with the placement of the Flowscan (from Marcel's the > schematic) no problem in measuring the fuel going to the engine. But with > the fuel coming back via the return line will that not eventually (after > going through the system) go back to the engine again via the Flowscan? The > question being, are the amounts so small not to worry about it and does this > just build in a safety margin? Sorry to sound thick on this, I am just > trying to get my head around what has been said so far and the schematic. > > > Robert > > Robert Hatton > email: roberthatton1@googlemail.com > US Cell: +01 303 906 9395 > UK Mobile: +44 79 66 184171 > > > -----Original Message----- > From: owner-europa-list-server@matronics.com > [mailto:owner-europa-list-server@matronics.com] On Behalf Of Graham > Singleton > Sent: Wednesday, April 22, 2009 1:12 PM > To: europa-list@matronics.com > Subject: Re: Europa-List: Fuel return line attachment point with 912UL > > > > The question is, how does ignoring the return flow affect the accuracy > >> of the fuel flow instrument? It depends on the quantity of the return > >> flow of course. Is there any data about this? Maybe in the rotax > >> maintenance manuals? > >> > > > > That's indeed the question I so far have not found an answer to. The > > only thing I was told by different people is that return flow varies > > with RPM, but no hard numbers on return flow have made it my way. So > > basically I *know* there will be an inaccuracy when ignoring return > > flow, but *do not know* just how large this inaccuracy is (hence my > > attempt to come up with something better for a single sender setup). > > > > Marcel > > > Marcel > The return flow does not affect your fuel flow to the engine and that is > what you are measuring. So you can forget about it with this configuration > Graham > > > > > >====================== &g====== > > > href="http://www.matronics.com/Navigator?Europa-List">http://www.matronhref "http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c . Checked by AVG - www.avg.com >http://www.matronics.com/Navigator?Europa-List ronics.com ww.matronics.com/contribution 17:25:00 ________________________________ Message 4 _____________________________________ Time: 04:25:31 AM PST US From: Karl Heindl Subject: RE: Europa-List: Fuel return line attachment point with 912UL Brian and Marcel=2C Many thanks for responding to my questions. I am undecided and I think I wi ll sit on this for a while. I have done all the preparatory work for the in strument and wiring. I may install the feed line transducer just aft of the mech. fuel pump=2C the engine is cool in that area. If I install a second tr.=2C then this would go in the tunnel. My gascolator and el. pump are loc ated next to the nosewheel bungee. Best regards=2C Karl From: bdavies@dircon.co.uk Subject: RE: Europa-List: Fuel return line attachment point with 912UL Karl=2C Personally=2C I would stick to the recommended fuel supply configuration an d fit two Floscan transducers as detailed in the LAA approved mod. This en sures a constant circulation of fuel in the length of pipe that joins the t wo carbs together and avoids vapor locking as much as possible. If you are prepared to accept the slightly increased risk of vapor locking=2C ( proba bly more likely in the future with the changes to Mogas) you could modify t he fuel system as described by Marcel and then you only need one transducer . My understanding is that this would require a new mod approval but I do know that a number of aircraft are flying with this arrangement having inst alled it under "standard aircraft practice" and they have not reported any problems. Regarding the location of the transducers=2C mine are in the engine compart ment=2C well wrapped in firesleeve=2C and have not given any problem. Agai n=2C if you have the option (Trigear) it is preferable to mount them outsid e the "hot" area. The Floscan transducer is also used in marine applications and you can buy the identical part=2C at a "reduced" price=2C from www.merlinequipment.com in the UK. - Still very expensive! Note that if you are using a FS450 configured for a single transducer you w ill have to swap it for a double transducer model. As usual=2C you pays your money and takes your choice! Regards Brian From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-serv er@matronics.com] On Behalf Of Karl Heindl Sent: 23 April 2009 01:25 Subject: RE: Europa-List: Fuel return line attachment point with 912UL Brian=2C I believe it helps a lot=2C but I have to think about it a little more. Are you saying that I can change my plumbing and not use a transducer in the r eturn line ? My fuel lines are as per factory recommendations apart from ga scolator and location of gascolator and fuel pump. It would save a great deal of money=3B the tr. is now $ 332.- from ACS. I t ook advantage of the ACS discount plus the $ 175.- rebate from JPI=2C and p ayed 'only' $310 for the complete FS450 single transducer kit. What then is the LAA recommendation and what about Ian's mod submission to the LAA ? Cheers=2C Karl From: bdavies@dircon.co.uk Subject: RE: Europa-List: Fuel return line attachment point with 912UL No Karl=2C you have not missed anything. If you install the fuel system as recommended by the factory on a Rotax 921=2C you need two transducers so t hat the return flow is subtracted from the total flow- leaving you with fue l consumption. If you change the fuel supply configuration so that the ret urn line starts before the fuel gets to the carbs=2C you can then have a si ngle feed to the carbs. The fuel flow in this single feed is the fuel cons umption of the engine. Hope that helps. Brian Davies From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-serv er@matronics.com] On Behalf Of Karl Heindl Sent: 22 April 2009 18:22 Subject: RE: Europa-List: Fuel return line attachment point with 912UL Hi=2C I am also very confused about what has been said so far. I will be installi ng a FS450 fuel flow gadget=2C and it calls for transducers in the flow and return lines. I am not interested in how much fuel is flowing to the engin e=2C I am interested in the fuel consumption. And that consumption is the d ifference between flow and return. Have I missed something ? BTW=2C I am looking for another Floscan 201 A6 with a matching K-factor. Karl > From: roberthatton1@googlemail.com > To: europa-list@matronics.com > Subject: RE: Europa-List: Fuel return line attachment point with 912UL > Date: Wed=2C 22 Apr 2009 18:00:53 +0100 > ail.com> > > Hello Graham=2C > > I am following this thread for I shall also be looking at fitting a fuel > flow meter. Could I ask you to elaborate on your comment about ignoring t he > return flow for you are only measuring the fuel to the engine. I think I > understand that with the placement of the Flowscan (from Marcel's the > schematic) no problem in measuring the fuel going to the engine. But with > the fuel coming back via the return line will that not eventually (after > going through the system) go back to the engine again via the Flowscan? T he > question being=2C are the amounts so small not to worry about it and does this > just build in a safety margin? Sorry to sound thick on this=2C I am just > trying to get my head around what has been said so far and the schematic. > > > Robert > > Robert Hatton > email: roberthatton1@googlemail.com > US Cell: +01 303 906 9395 > UK Mobile: +44 79 66 184171 > > > -----Original Message----- > From: owner-europa-list-server@matronics.com > [mailto:owner-europa-list-server@matronics.com] On Behalf Of Graham > Singleton > Sent: Wednesday=2C April 22=2C 2009 1:12 PM > To: europa-list@matronics.com > Subject: Re: Europa-List: Fuel return line attachment point with 912UL > > > > The question is=2C how does ignoring the return flow affect the accuracy > >> of the fuel flow instrument? It depends on the quantity of the return > >> flow of course. Is there any data about this? Maybe in the rotax > >> maintenance manuals? > >> > > > > That's indeed the question I so far have not found an answer to. The > > only thing I was told by different people is that return flow varies > > with RPM=2C but no hard numbers on return flow have made it my way. So > > basically I *know* there will be an inaccuracy when ignoring return > > flow=2C but *do not know* just how large this inaccuracy is (hence my > > attempt to come up with something better for a single sender setup). > > > > Marcel > > > Marcel > The return flow does not affect your fuel flow to the engine and that is > what you are measuring. So you can forget about it with this configuratio n > Graham > > > > > >====================== &g====== > > > href="http://www.matronics.com/Navigator?Europa-List">http://www.matronhr ef="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c . Checked by AVG - www.avg.com >http://www.matronics.com/Navigator?Europa-List ronics.com ww.matronics.com/contribution href="http://www.matronics.com/Navigator?Europa-List">http://www.matronhr ef="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c Checked by AVG - www.avg.com Release Date: 04/22/09 17:25:00 ________________________________ Message 5 _____________________________________ Time: 04:54:11 AM PST US Subject: Europa-List: Re: Fuel return line attachment point with 912UL From: "rampil" Hi All, I know this has been discussed before, but the present discussion seems to discount the fact that the 912s and the 914 return fuel quantities are quite different. The 914 has a continuous, significant return flow while the 912s has a negligible return flow. My suspicion is that the flow rate in a 912s is below the range of accurate measurement of a 201b floscan. -------- Ira N224XS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=240878#240878 ________________________________ Message 6 _____________________________________ Time: 05:56:59 AM PST US From: Graham Singleton Subject: Re: Europa-List: Re: Fuel return line attachment point with 912UL rampil wrote: > > Hi All, > > I know this has been discussed before, but the present discussion > seems to discount the fact that the 912s and the 914 return fuel > quantities are quite different. The 914 has a continuous, significant > return flow while the 912s has a negligible return flow. My > suspicion is that the flow rate in a 912s is below the range of accurate > measurement of a 201b floscan. > > -------- > Ira N224XS > You're probably right Ira :-) Graham ________________________________ Message 7 _____________________________________ Time: 06:12:50 AM PST US From: "Sidsel & Svein Johnsen" Subject: RE: Europa-List: Re: Fuel return line attachment point with 912UL For what it is worth for the discussion, which I have not followed closely: If you use the standard Europa supplied restrictor in the fuel return line from 912S, the return flow is an amazingly high 10 liters (approx) / a little less than 3 USG per hour even with full fuel tank pressure head on the return line. I use a Flowscan (don't have the type at hand) in only the supply line. For instantaneous fuel consumption reading I have a valve on the return line that I close. The reading then drops about 10 liters/hour after it has stabilized (takes a few seconds due to the design of the engine driven fuel pump). The flow reading is accurately calibrated. I close the valve only at level flight at low to medium altitude to minimize the risk of vapour lock. Svein LN-SKJ -----Opprinnelig melding----- Fra: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] P vegne av rampil Sendt: 23. april 2009 13:53 Til: europa-list@matronics.com Emne: Europa-List: Re: Fuel return line attachment point with 912UL Hi All, I know this has been discussed before, but the present discussion seems to discount the fact that the 912s and the 914 return fuel quantities are quite different. The 914 has a continuous, significant return flow while the 912s has a negligible return flow. My suspicion is that the flow rate in a 912s is below the range of accurate measurement of a 201b floscan. -------- Ira N224XS ________________________________ Message 8 _____________________________________ Time: 06:33:30 AM PST US From: "Brian Davies" Subject: RE: Europa-List: Re: Fuel return line attachment point with 912UL Ira raises an obvious and simple solution that again a number of Europas have- You could simply use the standard factory fuel configuration but omit the reurn flow transducer. The FS450 has a very simple K factor adjustment routine that would compensate for the error caused by not measuring return flow. The difference between the return flow at low and high power settings is probably negligible. If you are worried about it you could always measure it during the fuel flow checks required before first flight. This would not require a new mod (IMHO) as the fuel system would be standard. Brian -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of rampil Sent: 23 April 2009 12:53 Subject: Europa-List: Re: Fuel return line attachment point with 912UL Hi All, I know this has been discussed before, but the present discussion seems to discount the fact that the 912s and the 914 return fuel quantities are quite different. The 914 has a continuous, significant return flow while the 912s has a negligible return flow. My suspicion is that the flow rate in a 912s is below the range of accurate measurement of a 201b floscan. -------- Ira N224XS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=240878#240878 Checked by AVG - www.avg.com 06:30:00 ________________________________ Message 9 _____________________________________ Time: 07:11:06 AM PST US Subject: Re: Europa-List: Fuel return line attachment point with 912UL From: "zwakie" [quote:5f76066678="Barry"]Hi Marcel, Where is your nearest airfield. If I can creep in without Mode S or an ELT I can come and show you as I am only in EDLM (near Stadtlohn). Barry[/quote:5f76066678] Hi Barry, Awesome offer, I'd love to see your bird and more specifically you FF setup! My home airfield is Hoogeveen (EHHO), so that's quite close to where you are. I will drop you an email off-forum with my contact-details so we can make an appointment for your visit. Also gives you the opportunity to have a look at my G-BWON. Looking forward to meeting you in person. Marcel Visit - www.EuropaOwners.org ________________________________ Message 10 ____________________________________ Time: 07:32:56 AM PST US Subject: Europa-List: Re: Fuel return line attachment point with 912U From: "zwakie" [quote:08f86472ee="skaajo"]If you use the standard Europa supplied restrictor in the fuel return line from 912S, the return flow is an amazingly high 10 liters (approx) / a little less than 3 USG per hour even with full fuel tank pressure head on the return line.[/quote:08f86472ee] Hi Svein, You are the first to mention hard return flow numbers for a NON-914 engine, thanks! I would never have expected 10 ltrs/hr fuel running through the return line (I thought it would be MUCH less) We know that return flow varies with RPM and power setting. Including Svein's return flow number to this piece of knowledge, things seems to implicate that also the VARIATION in return-flow might be considerably larger than previously assumed. If this indeed is the case, correcting the K-factor for the single sender with return flow numbers (established by doing some fuel flow measurements) doesn't cut it either (that is simply too inaccurate to my likings). This strengthens my believe that for obtaining accurate FF numbers, one either has to go with 2 senders (in feed AND return line), or with one sender in a setup as laid out in the schema that I posted (or is my reasoning incorrect anywhere?) Since my engine is a 912[b:08f86472ee]UL[/b:08f86472ee], do you or anybody else know if the return flow for the 912S and the 912UL are about the same? (I would expect them to be close) Marcel Visit - www.EuropaOwners.org ________________________________ Message 11 ____________________________________ Time: 07:51:34 AM PST US From: "Raimo Toivio" Subject: Re: Europa-List: Re: Fuel return line attachment point with 912UL Svein, What a nice example of creativenessity! Who can have more that than an experimentalist? I assume you surely have a warning system for closed returnline when the gear is down? ;) I assume when not in use you close both valves in fuel turn and returnlines? Where is your return line valve? Near main valve? Raimo OH-XRT ----- Original Message ----- From: "Sidsel & Svein Johnsen" Sent: Thursday, April 23, 2009 4:11 PM Subject: RE: Europa-List: Re: Fuel return line attachment point with 912UL For what it is worth for the discussion, which I have not followed closely: If you use the standard Europa supplied restrictor in the fuel return line from 912S, the return flow is an amazingly high 10 liters (approx) / a little less than 3 USG per hour even with full fuel tank pressure head on the return line. I use a Flowscan (don't have the type at hand) in only the supply line. For instantaneous fuel consumption reading I have a valve on the return line that I close. The reading then drops about 10 liters/hour after it has stabilized (takes a few seconds due to the design of the engine driven fuel pump). The flow reading is accurately calibrated. I close the valve only at level flight at low to medium altitude to minimize the risk of vapour lock. Svein LN-SKJ -----Opprinnelig melding----- Fra: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] P vegne av rampil Sendt: 23. april 2009 13:53 Til: europa-list@matronics.com Emne: Europa-List: Re: Fuel return line attachment point with 912UL Hi All, I know this has been discussed before, but the present discussion seems to discount the fact that the 912s and the 914 return fuel quantities are quite different. The 914 has a continuous, significant return flow while the 912s has a negligible return flow. My suspicion is that the flow rate in a 912s is below the range of accurate measurement of a 201b floscan. -------- Ira N224XS ________________________________ Message 12 ____________________________________ Time: 08:36:22 AM PST US From: "Sidsel & Svein Johnsen" Subject: RE: Europa-List: Re: Fuel return line attachment point with 912U Marcel, Subject: RE: Europa-List: Re: Fuel return line attachment point with 912UL Raimo, Subject: RE: Europa-List: Fuel return line attachment point with 912UL Hello Graham, Don't doubt your own logic! Your explanation clarifies that element of the debate up for me! Thank you for help. Rob Robert Hatton email: roberthatton1@googlemail.com -----Original Message----- From: owner-europa-list-server@matronics.com [mailto:owner-europa-list-server@matronics.com] On Behalf Of Graham Singleton Sent: Thursday, April 23, 2009 12:44 AM Subject: Re: Europa-List: Fuel return line attachment point with 912UL Robert Hatton wrote: > Hello Graham, > > I am following this thread for I shall also be looking at fitting a fuel > flow meter. Could I ask you to elaborate on your comment about ignoring the > return flow for you are only measuring the fuel to the engine. I think I > understand that with the placement of the Flowscan (from Marcel's the > schematic) no problem in measuring the fuel going to the engine. But with > the fuel coming back via the return line will that not eventually (after > going through the system) go back to the engine again via the Flowscan? The > question being, are the amounts so small not to worry about it and does this > just build in a safety margin? Sorry to sound thick on this, I am just > trying to get my head around what has been said so far and the schematic. > > > Robert Hi Robert I'm beginning to doubt my own logic on this thread :-\ but just think about it for a moment. What we need to know is how much fuel the engine uses/burns. All the rest of the fuel goes back to the tank. If you place the Floscan, (I know of no other sensor that is acceptable) so that the only fuel that passes through it is burnt by the engine then isn't that what we want to know? If fuel comes out of the tank and then goes back to the tank it hasn't been used so won't be used to calculate fuel burnt by the totaliser.So we don't need to know that, do we?? Graham ________________________________ Message 15 ____________________________________ Time: 01:26:08 PM PST US From: Jan de Jong Subject: Re: Europa-List: Fuel return line attachment point with 912UL Return flow should be roughly proportional to the square root of fuel pressure (differential pressure across flow restrictor). Cheers, Jan de Jong ________________________________ Message 16 ____________________________________ Time: 03:19:44 PM PST US From: Karl Heindl Subject: RE: Europa-List: Re: Fuel return line attachment point with 912UL Brian wrote: > > Ira raises an obvious and simple solution that again a number of Europas > have- You could simply use the standard factory fuel configuration but om it > the reurn flow transducer. The FS450 has a very simple K factor adjustmen t > routine that would compensate for the error caused by not measuring retur n > flow. The difference between the return flow at low and high power settin gs > is probably negligible. If you are worried about it you could always > measure it during the fuel flow checks required before first flight. > Okay=2C I think I will do just that. I will modify the wiring harness to al low for a second transducer=2C but install another tr. ONLY if it turns out I need one. Saves a lot of money and hassle and should be completely safe. Karl > > Hi All=2C > > I know this has been discussed before=2C but the present discussion seems to > discount the fact that the 912s and the 914 return fuel quantities are qu ite > different. The 914 has a continuous=2C significant return flow while the 912s > has a negligible return flow. My suspicion is that the flow rate in a 912 s > is below the range of accurate measurement of a 201b floscan. > > -------- > Ira N224XS > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=240878#240878 > > > > > > > > > > > > Checked by AVG - www.avg.com > 06:30:00 > > =========== =========== =========== =========== > > > ________________________________ Message 17 ____________________________________ Time: 06:47:07 PM PST US From: jimpuglise@comcast.net Subject: Europa-List: Jab FWF kit Someone mentioned that they had the name of the guy who was building the FW F kit for the Jabiru that Andy was selling.=C2- I talked to the Jab peopl e at Lakeland and they would like the contact information.=C2- Apparently , Andy had handled the whole deal and not let the other Jab people know who the builder was.=C2- I picked up a card and will forward the information if anyone has it.=C2- I already have my kit, but I know others are looki ng for it. Jim Puglise A-283 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message europa-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Europa-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/europa-list Browse Digests http://www.matronics.com/digest/europa-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.