Today's Message Index:
----------------------
1. 09:04 AM - Rumored TSA Directive (Guy Buchanan)
2. 09:54 AM - Re: Rumored TSA Directive (Danny)
3. 10:26 AM - Re: new bush gear (rawheels)
4. 10:40 AM - Re: new bush gear (Av8r3400)
5. 10:50 AM - Gummed up Fuel Filter - Any Ideas??? (darinh)
6. 11:21 AM - Re: Gummed up Fuel Filter - Any Ideas??? (Lynn Matteson)
7. 11:58 AM - Re: Rumored TSA Directive (Av8r3400)
8. 12:51 PM - Re: Gummed up Fuel Filter - Any Ideas??? (fox5flyer)
9. 01:23 PM - CHT/EGT "Cold Junction" (Tom Jones)
10. 02:11 PM - Re: Gummed up Fuel Filter - Any Ideas??? (Kitfox George)
11. 02:29 PM - Re: Rumored TSA Directive (Paul Franz - Merlin GT)
12. 02:35 PM - Re: Rumored TSA Directive (Paul Franz - Merlin GT)
13. 02:45 PM - Re: Gummed up Fuel Filter - Any Ideas??? (darinh)
14. 03:18 PM - Re: CHT/EGT "Cold Junction" (kerrjohna@comcast.net)
15. 04:25 PM - Re: CHT/EGT "Cold Junction" (Noel Loveys)
16. 05:45 PM - Re: CHT/EGT "Cold Junction" (Tom Jones)
17. 07:22 PM - Re: Gummed up Fuel Filter - Any Ideas??? (Guy Buchanan)
18. 08:05 PM - Re: Gummed up Fuel Filter - Any Ideas??? (Lynn Matteson)
Message 1
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| Subject: | Rumored TSA Directive |
All,
At great risk I am cross-posting this
information from the Lancair list. This is not an
open invitation to bash the government or debate
the merits of the TSA or this particular measure.
Rather I post it to widen the audience for the
purposes of seeking additional information as to
the truth and scope of the directive.
I wanted to let you all know of a very disturbing TSA Security Directive
(SD) that is being implemented under the radar that affects ALL U.S.
airports with commercial Part 121 scheduled airline service.
This is reality folks, and several of us here in
good ol=92 western Colorado attended a meeting with
TSA personnel tonight in Montrose MTJ and
confirmed this shocking news firsthand.
This SD would require that every person who steps
foot in the airport operations area be screened
for security clearance and badged before being
allowed to have access on the ramp. If you are
not badged, then you must wait to be escorted by
a badged representative and escorted off the AOA.
This means that if you are flying into GJT, you
would have to wait in your cockpit until someone
escorted you directly to the FBO. That means no
more self-serve fueling opportunities unless
someone is there to meet you, no more mingling on
the ramp and talking to your buddies=85...no more freedom.
However, here is the kicker ' Let=92s say you go
through this security clearance at your local
airport (a $175 fee at GJT) and want to fly
anywhere else and land at an airport with
scheduled commercial airline service i.e.
Montrose, Vail, Telluride, Loveland, Long Beach,
Ontario, Santa Ana etc. you will have to be badged at EACH airport!
The way the SD is written now (and is effective
April 30, 2009) there is no provision for a
standardized security clearance. Each airport
operates independently of every other
airport!!!!!! This is complete madness. This will
drive the nail in the coffin of GA, and combined
with the TSA Large Aircraft Security Proposal
(LASP) would virtually destroy the freedoms that
all of us have known our entire aviation careers!
AOPA was not aware of this until last week, NBAA,
NATA, EAA are caught off guard. You need to
understand what this will do to our industry.
The TSA personnel are not even allowing us to
view this 14 page directive because it is deemed
sensitive to =93national security=94. Our freedoms
are being stripped away right before our eyes.
As soon as we can get our hands on this document
we will make it public to everyone in the
aviation community. Please take the time to
question your local TSA representatives about this proposal and get
involved.
If this thing is implemented, just think how long
it will take to be a requirement of EVERY airport in the U.S.
If there was ever a time for action, this is it.
AOPA Response
Mr. Miller,
Thank you for contacting the AOPA Pilot
Information Center. Yes, AOPA is aware of this
mandate. Unfortunately, despite our best
efforts, the TSA is proceeding with this
program. While the full details of the program
are classified, it will essentially require all
persons with access to the secure portion of the
airport have a TSA approved airport access
badge. If you have any specific questions about
this program, please feel free to contact us.
If I can be of further assistance, feel free to contact me.
Tom Kramer
Aviation Technical Specialist
AOPA Pilot Information Center
Guy Buchanan, Kitfox List Moderator
San Diego, CA
K-IV 1200 / 582-C / Warp / 300 hrs. and counting
Message 2
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| Subject: | Re: Rumored TSA Directive |
We have been required to have a badge for ramp access at MLB for the 10 year
s I have had a hangar there. Anyone flying in is required to go directly to
the FBO. What's diffferent in the new rules?
Danny Melnik
F1 N14ZM
Rocket Factory
Melbourne, FL
-----Original Message-----
From: Guy Buchanan <bnn@nethere.com>
Sent: Wed, 25 Feb 2009 11:58 am
Subject: Kitfox-List: Rumored TSA Directive
All,
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-At great risk I am cross-pos
ting this information from the Lancair list. This is not an open invitation
to bash the government or debate the merits of the TSA or this particular me
asure. Rather I post it to widen the audience for the purposes of seeking ad
ditional information as to the truth and scope of the directive.
I wanted to let you all know of a very disturbing TSA Security Directive
(SD) that is being implemented under the radar that affects ALL U.S.
airports with commercial Part 121 scheduled airline service.
This is reality folks, and several of us here in good ol=99 western Co
lorado attended a meeting with TSA personnel tonight in Montrose MTJ and con
firmed this shocking news firsthand.
This SD would require that every person who steps foot in the airport operat
ions area be screened for security clearance and badged before being allowed
to have access on the ramp. If you are not badged, then you must wait to be
escorted by a badged representative and escorted off the AOA.
This means that if you are flying into
GJT, you would have to wait in your cockpit until someone escorted you direc
tly to the FBO. That means no more self-serve fueling opportunities unless s
omeone is there to meet you, no more mingling on the ramp and talking to you
r buddies...no more freedom.
However, here is the kicker =93 Let=99s say you go through this
security clearance at your local airport (a $175 fee at GJT) and want to fly
anywhere else and land at an airport with scheduled commercial airline serv
ice i.e. Montrose, Vail, Telluride, Loveland, Long Beach, Ontario, Santa Ana
etc. you will have to be badged at EACH airport!
The way the SD is written now (and is effective April 30, 2009) there is no
provision for a standardized security clearance. Each airport operates indep
endently of every other airport!!!!!! This is complete madness. This will dr
ive the nail in the coffin of GA, and combined with the TSA Large Aircraft S
ecurity Proposal (LASP) would virtually destroy the freedoms that all of us
have known our entire aviation careers!
AOPA was not aware of this until last week, NBAA, NATA, EAA are caught off g
uard. You need to understand what this will do to our industry.
The TSA personnel are not even allowing us to view this 14 page directive be
cause it is deemed sensitive to =9Cnational security=9D. Our fre
edoms are being stripped away right before our eyes.
As soon as we can get our hands on this document we will make it public to e
veryone in the aviation community. Please take the time20to question your lo
cal TSA representatives about this proposal and get involved.
If this thing is implemented, just think how long it will take to be a requi
rement of EVERY airport in the U.S.
If there was ever a time for action, this is it.
=C2-
AOPA Response
Mr. Miller,
Thank you for contacting the AOPA Pilot Information Center.=C2- Yes, AOPA
is aware of this mandate.=C2- Unfortunately, despite our best efforts, the
TSA is proceeding with this program.=C2- While the full details of the pr
ogram are classified, it will essentially require all persons with access to
the secure portion of the airport have a TSA approved airport access badge.
=C2- If you have any specific questions about this program, please feel fr
ee to contact us.
If I can be of further assistance, feel free to contact me.
Tom Kramer
Aviation Technical Specialist
AOPA Pilot Information Center
Guy Buchanan, Kitfox List Moderator
San Diego, CA
K-IV 1200 / 582-C / Warp / 300 hrs. and counting
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-= the many List utilities such as List Un/Subscription,
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Message 3
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| Subject: | Re: new bush gear |
Lowell is still on vacation, but I finally got a hold of Mark @ Highwing LLC.
He thinks that the price for the basic type will be $1275. If you want fairings
like Dick has they will be extra.
I had kind of a bad connection with their cell phone, but from what I understand
the gear are sent all ready to bolt on and you re-use your original axles and
wheel assemblies. So, it is just like the Kitfox version just $175 cheaper.
$315 cheaper than grove (plus the weight savings).
--------
Ryan Wheeler
Kitfox IV-1200
Indianapolis, IN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232063#232063
Message 4
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| Subject: | Re: new bush gear |
Do you think the farings increased the strength at all? Just by eyeball this design
doesn't look as strong for off runway use.
(Just the appearance is all.)
Have you seen the design used by this Highlander builder? (I think it is a custom
design) Note the use of THREE down tubes.
--------
Thanks,
Av8r3400
Currently between planes, but not for long...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232066#232066
Attachments:
http://forums.matronics.com//files/taildrgfun_2_330.jpg
Message 5
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| Subject: | Gummed up Fuel Filter - Any Ideas??? |
Ok guys here is the skinny...about 2 months ago my engine started to run a bit
rough in the higher power ranges (80% and above) but idle through 75% was good
as always. Now my engine only had 25 to 30 hours on it when this started. I
have been tinkering with different things trying to figure it out but was not
able to find anything out of the ordinary. I have suspected my fuel system since
this began and started with my finger strainers which were clean. Next my
fuel goes through a 40 micron Earl's filter and it was clean so I didn't bother
checking the final filter right before the engine. I then moved to the carbs
and they were fine. So in a last ditch effort, I decided to completely redo
my fuel system hoses and this is where I found the problem.
Here is how the fuel is routed so you can follow. Fuel from the tank goes through
the finger strainers, through about 15" of -6 Aeroquip AQP hose and then through
3/8" 5052 aluminum tubing to the header tank. From the header tank through
more 3/8" aluminum to the 40 micron filter then to the fuel shut off valve.
From here it transitions to 1/2" Mil 6000 hose for about 6" to the pumps then
5/16" Mil 6000 hose to the final filter (shown in pic) then to the fuel pressure
regulator then to the carbs.
As you can see, this final filter is completely gummed and plugged up. I can barely
blow air through it. As stated earlier, my other filters (before the mil
6000 hose) were clean. So here is my diagnosis: Mil 6000 hose is deteriorating
and plugging the final filter which is not allowing enough fuel for the high
throttle settings. My engine is a 914 so cruise power is about 5.5 gph but
full power is almost 9 gph.
Solution: Get rid of all mil 6000 hose and replace with suitable Aeroquip hose
or aluminum tubing. I also see that Aircraft Spruce says specifically not to
use the Mil 6000 with fuel. Just as a note, I have checked my fuel source a
couple times and have not found it to contain any ethanol
--------
Darin Hawkes
Series 7
914 Turbo
Kaysville, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232068#232068
Attachments:
http://forums.matronics.com//files/dscf2750_large_160.jpg
Message 6
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| Subject: | Re: Gummed up Fuel Filter - Any Ideas??? |
I was reading your report and came to the entry "MIL 6000", and
figured that was it. Somewhere in the past I had read about this
stuff on this list, and made a mental note to not use that which came
with my kit. I went with the SAE 30R7, and it has worked without fail.
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
Status: flying
On Feb 25, 2009, at 1:50 PM, darinh wrote:
>
> Ok guys here is the skinny...about 2 months ago my engine started
> to run a bit rough in the higher power ranges (80% and above) but
> idle through 75% was good as always. Now my engine only had 25 to
> 30 hours on it when this started. I have been tinkering with
> different things trying to figure it out but was not able to find
> anything out of the ordinary. I have suspected my fuel system
> since this began and started with my finger strainers which were
> clean. Next my fuel goes through a 40 micron Earl's filter and it
> was clean so I didn't bother checking the final filter right before
> the engine. I then moved to the carbs and they were fine. So in a
> last ditch effort, I decided to completely redo my fuel system
> hoses and this is where I found the problem.
>
> Here is how the fuel is routed so you can follow. Fuel from the
> tank goes through the finger strainers, through about 15" of -6
> Aeroquip AQP hose and then through 3/8" 5052 aluminum tubing to the
> header tank. From the header tank through more 3/8" aluminum to
> the 40 micron filter then to the fuel shut off valve. From here it
> transitions to 1/2" Mil 6000 hose for about 6" to the pumps then
> 5/16" Mil 6000 hose to the final filter (shown in pic) then to the
> fuel pressure regulator then to the carbs.
>
> As you can see, this final filter is completely gummed and plugged
> up. I can barely blow air through it. As stated earlier, my other
> filters (before the mil 6000 hose) were clean. So here is my
> diagnosis: Mil 6000 hose is deteriorating and plugging the final
> filter which is not allowing enough fuel for the high throttle
> settings. My engine is a 914 so cruise power is about 5.5 gph but
> full power is almost 9 gph.
>
> Solution: Get rid of all mil 6000 hose and replace with suitable
> Aeroquip hose or aluminum tubing. I also see that Aircraft Spruce
> says specifically not to use the Mil 6000 with fuel. Just as a
> note, I have checked my fuel source a couple times and have not
> found it to contain any ethanol
>
> --------
> Darin Hawkes
> Series 7
> 914 Turbo
> Kaysville, Utah
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=232068#232068
>
>
> Attachments:
>
> http://forums.matronics.com//files/dscf2750_large_160.jpg
>
>
Message 7
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| Subject: | Re: Rumored TSA Directive |
Deadline has been pushed back to June 1 to allow for more study.
http://www.aopa.org/advocacy/articles/2009/090224badges.html?WT.mc_id=ebrief
--------
Thanks,
Av8r3400
Currently between planes, but not for long...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232081#232081
Message 8
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| Subject: | Re: Gummed up Fuel Filter - Any Ideas??? |
Correct. Lose all of the Milspec and go to the Aeroquip or good equivalent.
It may not be the ethanol, but other chemicals in auto fuel that is causing
a deterioration of the Milspec. This stuff has been happening long before
ethanol was being used.
>
> As you can see, this final filter is completely gummed and plugged up. I
> can barely blow air through it. As stated earlier, my other filters
> (before the mil 6000 hose) were clean. So here is my diagnosis: Mil 6000
> hose is deteriorating and plugging the final filter which is not allowing
> enough fuel for the high throttle settings. My engine is a 914 so cruise
> power is about 5.5 gph but full power is almost 9 gph.
>
> Solution: Get rid of all mil 6000 hose and replace with suitable Aeroquip
> hose or aluminum tubing. I also see that Aircraft Spruce says
> specifically not to use the Mil 6000 with fuel. Just as a note, I have
> checked my fuel source a couple times and have not found it to contain any
> ethanol
>
> --------
> Darin Hawkes
> Series 7
> 914 Turbo
> Kaysville, Utah
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=232068#232068
>
>
> Attachments:
>
> http://forums.matronics.com//files/dscf2750_large_160.jpg
>
>
>
Message 9
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| Subject: | CHT/EGT "Cold Junction" |
The instructions for my Westach CHT and EGT gages say they are a differential temperature
system and are calibrated for a "Cold Junction" of 75 degrees F.
This means, for each degree the cold junction is less than 75 degrees the gage
will read one degree high and for each degree above 75 degrees at the cold junction
the gage will read one degree low.
Can someone tell me what the cold Junction is, and where it is so I will have a
clue as to what the temperature there might be on any given day? Is it somewhere
in the cable or at the gage?
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232096#232096
Message 10
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| Subject: | Re: Gummed up Fuel Filter - Any Ideas??? |
Goodyear now makes the SAE 30R9 that has a blue inner lining made for use w
ith Ethanol and alternative fuels. It is very flexible without kinking and
has a small outer diameter. Many auto parts, such as Autozone,-stores sel
l it by the foot. SAE 30R9 is rated for fuel injection lines. =0A=0Ado not
archive=0A=0A=0A=0A________________________________=0AFrom: Lynn Matteson <
lynnmatt@jps.net>=0ATo: kitfox-list@matronics.com=0ASent: Wednesday, Februa
ry 25, 2009 11:21:05 AM=0ASubject: Re: Kitfox-List: Gummed up Fuel Filter -
tt@jps.net>=0A=0AI was reading your report and came to the entry "MIL 6000"
, and figured that was it. Somewhere in the past I had read about this stuf
f on this list, and made a mental note to not use that which came with my k
it. I went with the SAE 30R7, and it has worked without fail.=0A=0ALynn Mat
teson=0AKitfox IV Speedster, taildragger=0AJabiru 2200, #2062, 605 hrs=0ASe
nsenich 62x46=0AElectroair direct-fire ignition system=0AStatus: flying=0A
=0A=0A=0A=0AOn Feb 25, 2009, at 1:50 PM, darinh wrote:=0A=0A> --> Kitfox-Li
st message posted by: "darinh" <gerns25@netscape.net>=0A> =0A> Ok guys here
is the skinny...about 2 months ago my engine started to run a bit rough in
the higher power ranges (80% and above) but idle through 75% was good as a
lways.- Now my engine only had 25 to 30 hours on it when this started.-
I have been tinkering with different things trying to figure it out but wa
s not able to find anything out of the ordinary.- I have suspected my fue
l system since this began and started with my finger strainers which were c
lean.- Next my fuel goes through a 40 micron Earl's filter and it was cle
an so I didn't bother checking the final filter right before the engine.-
I then moved to the carbs and they were fine.- So in a last ditch effort
, I decided to completely redo my fuel system hoses and this is where I fou
nd the problem.=0A> =0A> Here is how the fuel is routed so you can follow.
- Fuel from the tank goes through the finger strainers, through about 15"
of -6 Aeroquip AQP hose and then through 3/8" 5052 aluminum tubing to the
header tank.- From the header tank through more 3/8" aluminum to the 40 m
icron filter then to the fuel shut off valve.- From here it transitions t
o 1/2" Mil 6000 hose for about 6" to the pumps then 5/16" Mil 6000 hose to
the final filter (shown in pic) then to the fuel pressure regulator then to
the carbs.=0A> =0A> As you can see, this final filter is completely gummed
and plugged up.- I can barely blow air through it.- As stated earlier,
my other filters (before the mil 6000 hose) were clean.- So here is my d
iagnosis:- Mil 6000 hose is deteriorating and plugging the final filter w
hich is not allowing enough fuel for the high throttle settings.- My engi
ne is a 914 so cruise power is about 5.5 gph but full power is almost 9 gph
.=0A> =0A> Solution:- Get rid of all mil 6000 hose and replace with suita
ble Aeroquip hose or aluminum tubing.- I also see that Aircraft Spruce sa
ys specifically not to use the Mil 6000 with fuel.- Just as a note, I hav
e checked my fuel source a couple times and have not found it to contain an
y ethanol=0A> =0A> --------=0A> Darin Hawkes=0A> Series 7=0A> 914 Turbo=0A>
Kaysville, Utah=0A> =0A> =0A> =0A> =0A> Read this topic online here:=0A>
=0A> http://forums.matronics.com/viewtopic.php?p=232068#232068=0A> =0A>
=0A> =0A> =0A> Attachments:=0A> =0A> http://forums.matronics.com//files/dsc
-=- - - - - - - - - - - - - - - -Matt Drall
========
Message 11
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| Subject: | Re: Rumored TSA Directive |
On Wed, February 25, 2009 8:58 am, Guy Buchanan wrote:
>
> This SD would require that every person who steps
> foot in the airport operations area be screened
> for security clearance and badged before being
> allowed to have access on the ramp. If you are
> not badged, then you must wait to be escorted by
> a badged representative and escorted off the AOA.
Sure cuts down on the number of $100 burger possibilities. :(
BTW, according to AOPA, this is not a rumor:
<quote>
AOPA Response
Mr. Miller,
Thank you for contacting the AOPA Pilot Information Center. Yes, AOPA is aware
of
this mandate. Unfortunately, despite our best efforts, the TSA is proceeding with
this program. While the full details of the program are classified, it will
essentially require all persons with access to the secure portion of the airport
have
a TSA approved airport access badge. If you have any specific questions about
this
program, please feel free to contact us.
If I can be of further assistance, feel free to contact me.
Tom Kramer
</quote>
Aviation Technical Specialist
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 12
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| Subject: | Re: Rumored TSA Directive |
On Wed, February 25, 2009 9:52 am, Danny wrote:
> We have been required to have a badge for ramp access at MLB for the 10 years
I have
> had a hangar there. Anyone flying in is required to go directly to the FBO. What's
> diffferent in the new rules?
1) No badge, you have to be escorted to the FBO. Remain in your aircraft until
escort
meets you.
2) No central administration of security clearances. Each airport has it's own
fee. No
limits on the size of the fee. Could be $500 for each airport.
3) The practice of having an FBO issue passes at some airports will no longer be
permitted. You'll have to get the expensive security clearance.
--
Paul A. Franz
Registration/Aircraft - N14UW/Merlin GT
Engine/Prop - Rotax 914/NSI CAP
Bellevue WA
425.241.1618 Cell
Message 13
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| Subject: | Re: Gummed up Fuel Filter - Any Ideas??? |
Guy,
This is my thinking as well I know I have not run ethanol but the detergents and
additives may be the issue. Clint has used the Mil6000 for 1400 hours without
issue but I think he runs 100LL...I could be wrong though.
I bought some Gates Multi-fuel fuel injection hose today that I am going to use
for the 5/16" lines...the other stuff is Aeroquip.
Thanks for the replies.
--------
Darin Hawkes
Series 7
914 Turbo
Kaysville, Utah
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232113#232113
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| Subject: | Re: CHT/EGT "Cold Junction" |
It is the ambient temperature at the instrument end of the thermocouple wires.
My experience is that that variation is likely less than from instrument to instrument.
You will notice some change from in indication at different ambient
temperatures but also you engine will generate different CHT/EGT at different
temperatures. In short, don't worry about it. You are seeking a reference temperature
in any case.
John Kerr
----- Original Message -----
From: Tom Jones
Sent: Wed, 25 Feb 2009 21:21:55 +0000 (UTC)
Subject: Kitfox-List: CHT/EGT "Cold Junction"
The instructions for my Westach CHT and EGT gages say they are a differential temperature
system and are calibrated for a "Cold Junction" of 75 degrees F.
This means, for each degree the cold junction is less than 75 degrees the gage
will read one degree high and for each degree above 75 degrees at the cold junction
the gage will read one degree low.
Can someone tell me what the cold Junction is, and where it is so I will have a
clue as to what the temperature there might be on any given day? Is it somewhere
in the cable or at the gage?
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232096#232096
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| Subject: | CHT/EGT "Cold Junction" |
The cold junction is simply a reverse thermocouple junction exactly like the
one you put on your engine. It is usually inside the instrument. (Gauge)
Noel
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of Tom Jones
Sent: Wednesday, February 25, 2009 5:52 PM
Subject: Kitfox-List: CHT/EGT "Cold Junction"
The instructions for my Westach CHT and EGT gages say they are a
differential temperature system and are calibrated for a "Cold Junction" of
75 degrees F.
This means, for each degree the cold junction is less than 75 degrees the
gage will read one degree high and for each degree above 75 degrees at the
cold junction the gage will read one degree low.
Can someone tell me what the cold Junction is, and where it is so I will
have a clue as to what the temperature there might be on any given day? Is
it somewhere in the cable or at the gage?
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232096#232096
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| Subject: | Re: CHT/EGT "Cold Junction" |
Okay, the connections between the thermocouples and the patch cables are behind
the fire wall (cabin side) so the "Cold Junction" temperature will be close to
the temperature inside the cabin. I wanted to be sure Cold Junction wasn't
somewhere in the thermocouple cable on the front side (engine side) of the fire
wall picking up engine heat under the cowl. Thanks guys! I can quit wondering
about this now.
--------
Tom Jones
Classic IV
503 Rotax, 72 inch Two blade Warp
Ellensburg, WA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=232145#232145
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| Subject: | Re: Gummed up Fuel Filter - Any Ideas??? |
At 10:50 AM 2/25/2009, you wrote:
>Solution: Get rid of all mil 6000 hose and replace with suitable
>Aeroquip hose or aluminum tubing. I also see that Aircraft Spruce
>says specifically not to use the Mil 6000 with fuel. Just as a
>note, I have checked my fuel source a couple times and have not
>found it to contain any ethanol
Sorry to say, Darin, but this is really old news which I'm sorry you
had to re-discover. I hope it still shows up in the archives. Most
guys have gone to SAE fuel injection hose, though some, like me,
still use the clear blue.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 300 hrs. and counting
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| Subject: | Re: Gummed up Fuel Filter - Any Ideas??? |
Is this the $12 per foot stuff? I was picking up some fuel line for
my plane a few weeks ago, and couldn't remember what the number was,
but thought it was fuel injection hose and the guy mentioned the
price, and I *quickly* remembered that it wasn't THAT stuff. : )
Lynn Matteson
Kitfox IV Speedster, taildragger
Jabiru 2200, #2062, 605 hrs
Sensenich 62x46
Electroair direct-fire ignition system
Status: flying
do not archive
On Feb 25, 2009, at 5:10 PM, Kitfox George wrote:
> Goodyear now makes the SAE 30R9 that has a blue inner lining made
> for use with Ethanol and alternative fuels. It is very flexible
> without kinking and has a small outer diameter. Many auto parts,
> such as Autozone, stores sell it by the foot. SAE 30R9 is rated for
> fuel injection lines.
>
> do not archive
>
> From: Lynn Matteson <lynnmatt@jps.net>
> To: kitfox-list@matronics.com
> Sent: Wednesday, February 25, 2009 11:21:05 AM
> Subject: Re: Kitfox-List: Gummed up Fuel Filter - Any Ideas???
>
>
> I was reading your report and came to the entry "MIL 6000", and
> figured that was it. Somewhere in the past I had read about this
> stuff on this list, and made a mental note to not use that which
> came with my kit. I went with the SAE 30R7, and it has worked
> without fail.
>
> Lynn Matteson
> Kitfox IV Speedster, taildragger
> Jabiru 2200, #2062, 605 hrs
> Sensenich 62x46
> Electroair direct-fire ignition system
> Status: flying
>
>
> On Feb 25, 2009, at 1:50 PM, darinh wrote:
>
> >
> > Ok guys here is the skinny...about 2 months ago my engine started
> to run a bit rough in the higher power ranges (80% and above) but
> idle through 75% was good as always. Now my engine only had 25 to
> 30 hours on it when this started. I have been tinkering with
> different things trying to figure it out but was not able to find
> anything out of the ordinary. I have suspected my fuel system
> since this began and started with my finger strainers which were
> clean. Next my fuel goes through a 40 micron Earl's filter and it
> was clean so I didn't bother checking the final filter right before
> the engine. I then moved to the carbs and they were fine. So in a
> last ditch effort, I decided to completely redo my fuel system
> hoses and this is where I found the problem.
> >
> > Here is how the fuel is routed so you can follow. Fuel from the
> tank goes through the finger strainers, through about 15" of -6
> Aeroquip AQP hose and then through 3/8" 5052 aluminum tubing to the
> header tank. From the header tank through more 3/8" aluminum to
> the 40 micron filter then to the fuel shut off valve. From here it
> transitions to 1/2" Mil 6000 hose for about 6" to the pumps then
> 5/16" Mil 6000 hose to the final filter (shown in pic) then to the
> fuel pressure regulator then to the carbs.
> >
> > As you can see, this final filter is completely gummed and
> plugged up. I can barely blow air through it. As stated earlier,
> my other filters (before the mil 6000 hose) were clean. So here is
> my diagnosis: Mil 6000 hose is deteriorating and plugging the
> final filter which is not allowing enough fuel for the high
> throttle settings. My engine is a 914 so cruise power is about 5.5
> gph but full power is almost 9 gph.
> >
> > Solution: Get rid of all mil 6000 hose and replace with suitable
> Aeroquip hose or aluminum tubing. I also see that Aircraft Spruce
> says specifically not to use the Mil 6000 with fuel. Just as a
> note, I have checked my fuel source a couple times and have not
> found it to contain any ethanol
> >
> > --------
> > Darin Hawkes
> > Series 7
> > 914 Turbo
> > Kaysville, Utah
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=232068#232068
> >
> >
> >
> >
> > Attachments:
> >
> >_-
> ========================
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> = --> http://www.matronics.com/contribution_-
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