Today's Message Index:
----------------------
1. 05:25 AM - IO240 alternator swap and coupler failure (W Duke)
2. 05:39 AM - Fuel Flow Problems, Again! (Vixen, Series-5) (JC Propeller Design)
3. 06:23 AM - Re: Fuel Flow Problems, Again! (Vixen, Series-5) (FlyboyTR)
4. 06:39 AM - Re: IO240 alternator swap and coupler failure (FlyboyTR)
5. 07:57 AM - Re: F210 reading very HIGH (akflyer)
6. 08:26 AM - Re: Fuel Flow Problems, Again! (Vixen, Series-5) (paul wilson)
7. 08:58 AM - Re: Fuel Flow Problems, Again! (Mark Napier (napierm))
8. 09:11 AM - Re: Re: Fuel Flow Problems, Again! (Vixen, Series-5) (JC Propeller Design)
9. 09:14 AM - Re: Re: Fuel Flow Problems, Again! (Vixen, Series-5) (Rueb, Duane)
10. 11:07 AM - Re: Fuel Flow Problems, Again! (Vixen, Series-5) (FlyboyTR)
11. 11:15 AM - Re: Fuel Flow Problems, Again! (Vixen, Series-5) (FlyboyTR)
12. 12:20 PM - Re: Fuel Flow Problems, Again! (Vixen, Series-5) (FlyboyTR)
13. 01:31 PM - Re: Fuel Flow Problems, Again! (FlyboyTR)
14. 04:48 PM - Re: Re: IO240 alternator swap and coupler failure (W Duke)
15. 05:00 PM - Rotax 582 thermostat (Aaron Gustafson)
16. 05:24 PM - Re: Rotax 582 thermostat (fox5flyer)
17. 05:51 PM - Re: Re: F210 reading very HIGH (Cmflyboy12@aol.com)
18. 06:03 PM - Re: Rotax 582 thermostat (dave)
19. 06:18 PM - Re: Re: F210 reading very HIGH (Larry Huntley)
20. 06:57 PM - Re: Rotax 582 thermostat (Malcolm Brubaker)
21. 11:06 PM - Re: Rotax 582 thermostat (Guy Buchanan)
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| Subject: | IO240 alternator swap and coupler failure |
I just changed my Continental IO240 alternator for a B and C 30 amp.- Aft
er I had the elastomeric coupler fail with about 500 hrs on engine.- Abou
t $450 for a rebuilt coupler if you were wondering.- I like the new alter
nator so far.- I believe I can remove it without removing the engine.-
Unlike stock.- Also it is built in such a way that I believe the 500 hour
service bulletin on checking- the coupler can be accomplished without re
moving the alternator at all.- There is-nut on the back that rotates wi
th the rotation of alternator.
-
Now for a question:- Does anyone know the station of the alternator for w
eight and balance purposes.- The new alternator is about 6 pounds lighter
.- I could just weigh the airplane again if I scales readily available.
- And if I must I will remove the cowl again, level the plane, plumb bob
the datum, plumb bob the alternator and measure myself.- But if anyone al
ready has the answer it could save me a little effort.
Maxwell Duke
S6/TD/IO240
Dublin, GA=0A=0A=0A
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| Subject: | Fuel Flow Problems, Again! (Vixen, Series-5) |
What fuel? avgas or mogas? vapor lock at altitude?
why not use a fuel pump bulb on each fed line?
Jan
> ----- Original Message -----
> From: "FlyboyTR" <flyboytr@bellsouth.net>
> To: <kitfox-list@matronics.com>
> Sent: Monday, October 26, 2009 1:52 AM
> Subject: Kitfox-List: Fuel Flow Problems, Again! (Vixen, Series-5)
>
>
>>
>> We just returned from an 800 mile trip to our favorite flying
>> destination, High Valley Resort in north GA. We developed a fuel flow
>> problem while enroute.
>>
>> A little history. Two years ago I had a fuel flow problem (actually on
>> the same trip!) that was caused by my ?onew? paper filters (located
>> between the wing tanks and the header tank) air locking and not allowing
>> fuel to flow. We completed the trip using just one tank. After
>> returning home, I discovered that if I blew up through the fuel line,
>> causing the filter to fill with air, it would not gravity flow! After
>> either sucking on the line ( or blowing on the gas cap vent tube) to
>> force the fuel to flow, it would flow without restriction. This was
>> repeated numerous times, on both tanks with the exact same results! The
>> filters had been replaced just prior to this event. This was also tested
>> with new filters with the same results. After that, I returned to using
>> the filters with the glass sight tubes.
>>
>> OK?present day... I filled both tanks to the brim prior to our 400
>> mile, one way, flight. After about 45 minutes Kathy noticed there was no
>> fuel in the header tank vent line. The right tank level was low and the
>> left one was full (could not see the fuel level?above the sight gauge).
>> We checked and both fuel valves were on and we cycled them several times.
>> I reduced power to the engine and set it up lean of peak to reduce the
>> fuel flow. Shortly, fuel appeared in the vent tube (yes that was a
>> relief!). Fortunately we were at 9,500?T, talking the Atlanta Center
>> and had an airport with easy gliding distance (which also provided some
>> peace of mind).
>>
>> After going back to full cruise power, the fuel level in the vent line
>> started dropping. We turned the working tank off, pinched the vent line
>> so it would force, hopefully, the fuel in the right tank to be sucked.
>> After a few seconds, the left tank filter (which was filed with air)
>> starting showing some fuel movement and slowly filled about way. I
>> kept the vent line pinched for about a minute. Fuel flow was established
>> on the left tank, but still not enough to fill the vent line. I turned
>> the right tank back on and the vent line filled. I closed it again and
>> then slowly opened it to allow partial flow and kept the fuel level in
>> the vent line visible for about 30 minutes. After several gallons of
>> fuel was pulled from the left tank, I opened the right valve completely
>> and the vent tube filled. After that fuel flowed from both tanks and was
>> not a problem.
>>
>> Heading Home? We stopped for fuel while heading home. This time the
>> same thing happened, except the tanks were reversed! Right tank would
>> not flow. We did the same thing?pinching off the vent line and forcing
>> the system to ?osuck? from the non-flowing tank. Again, this was met
>> with success.
>>
>> I am at a complete loss! The vent lines on the gas caps are open
>> (checked with each fill-up and also with a pipe cleaner, etc). All my
>> flexible fuel lines are 3/8? marine grade lines (vent line is ?
>> clear Tygon). No lines are pinched. Once flowing, they flow with no
>> restriction. There are no loops, etc in any of the lines. I would
>> appreciate any helpful information regarding this problem!
>>
>> Also?On the return leg home this afternoon?My charging system went
>> out! I just hope it's not ?oanother? alternator coupling/clutch
>> that?Ts gone bad!
>>
>> Travis
>>
>> --------
>> Travis Rayner
>> Mobile, AL
>> Skystar Vixen, N-789DF
>> Continental IO-240, Prince P-Tip Prop
>> ADI-II Autopilot
>> AnyWhereMap Navigation with weather
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=269410#269410
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> __________ Information from ESET NOD32 Antivirus, version of virus
>> signature database 4541 (20091025) __________
>>
>> The message was checked by ESET NOD32 Antivirus.
>>
>>
>>
>>
>
>
> __________ Information from ESET NOD32 Antivirus, version of virus
> signature database 4541 (20091025) __________
>
> The message was checked by ESET NOD32 Antivirus.
>
>
>
__________ Information from ESET NOD32 Antivirus, version of virus signature database
4541 (20091025) __________
The message was checked by ESET NOD32 Antivirus.
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
My fuel is 100LL. I was wishing I had a squeeze bulb...or something! I have considered
installing two of those. However, I have had several fail (no flow)
when used in my boats and several of the local Ultralight folks have had engine
outs because of the same problem.
Travis
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269458#269458
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| Subject: | Re: IO240 alternator swap and coupler failure |
Maxwell,
Did you change to the lighter weight alternator because of the failed coupling?
What type of coupling does the new alternator use?
I found the thread I started when my coupler failed in Nov 06. http://forums.matronics.com/viewtopic.php?p=77593 Now...three years later...here we go again. If a new style alternator would provide an improvement in the coupling...I would certainly be interested in changing to a different alternator.
Travis :)
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269461#269461
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| Subject: | Re: F210 reading very HIGH |
Both units I have in the boat and airplane did that, but only on the first setup.
After having to reset the fist time, they have both worked flawlessly for
me.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 IVO IFA
Full Lotus 1450
#1 snake oil salesman since 1-22-2009
hander outer of humorless darwin awards
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269471#269471
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
Travis,
I think you have touched on why the engineers of
the KF fuel system used the design of the latest
configuration. This system design has no valve or
filters in the lines from the tank to the header.
Also included by the engineers was the deep sump
header tank behind the seat. All great
improvements in the original KFIII and older design.
Further my best advice is to use the KF design
AND replace all the lines with 3/8" SAE black
elastomer hose. Including the vent line. Further,
have you cleaned your finger strainers? Another source of flow restriction.
You all may ask why and the answer lies with the
surface tension and small pressure that
contributes to the flow of the fuel. This is
very hard to quantify but the theory that is
followed but the KF design is correct by making
the pressure lost in those lines is always
correct and will not have negative aspects.
For plane in construction a tank pressure pitot
that is plumbed under the wing is also a big
improvement since under the wing is where the greatest pressure is.
I know it all about experimenting, however the
physics must be followed for any non standard mods.
Maybe the above will help?
Regards, Paul
===========
At 05:52 PM 10/25/2009, you wrote:
>
>We just returned from an 800 mile trip to our
>favorite flying destination, High Valley Resort
>in north GA. We developed a fuel flow problem while enroute.
>
>A little history. Two years ago I had a fuel
>flow problem (actually on the same trip!) that
>was caused by my new paper filters
>(located between the wing tanks and the header
>tank) air locking and not allowing fuel to
>flow. We completed the trip using just one
>tank. After returning home, I discovered that
>if I blew up through the fuel line, causing the
>filter to fill with air, it would not gravity
>flow! After either sucking on the line ( or
>blowing on the gas cap vent tube) to force the
>fuel to flow, it would flow without
>restriction. This was repeated numerous times,
>on both tanks with the exact same results! The
>filters had been replaced just prior to this
>event. This was also tested with new filters
>with the same results. After that, I returned
>to using the filters with the glass sight tubes.
>
>OKpresent day... I filled both tanks to the
>brim prior to our 400 mile, one way,
>flight. After about 45 minutes Kathy noticed
>there was no fuel in the header tank vent
>line. The right tank level was low and the left
>one was full (could not see the fuel
>levelabove the sight gauge). We checked and
>both fuel valves were on and we cycled them
>several times. I reduced power to the engine
>and set it up lean of peak to reduce the fuel
>flow. Shortly, fuel appeared in the vent tube
>(yes that was a relief!). Fortunately we were
>at 9,500, talking the Atlanta Center and had
>an airport with easy gliding distance (which
>also provided some peace of mind).
>
>After going back to full cruise power, the fuel
>level in the vent line started dropping. We
>turned the working tank off, pinched the vent
>line so it would force, hopefully, the fuel in
>the right tank to be sucked. After a few
>seconds, the left tank filter (which was filed
>with air) starting showing some fuel movement
>and slowly filled about way. I kept the vent
>line pinched for about a minute. Fuel flow was
>established on the left tank, but still not
>enough to fill the vent line. I turned the
>right tank back on and the vent line filled. I
>closed it again and then slowly opened it to
>allow partial flow and kept the fuel level in
>the vent line visible for about 30
>minutes. After several gallons of fuel was
>pulled from the left tank, I opened the right
>valve completely and the vent tube
>filled. After that fuel flowed from both tanks and was not a problem.
>
>Heading Home We stopped for fuel while
>heading home. This time the same thing
>happened, except the tanks were reversed! Right
>tank would not flow. We did the same
>thingpinching off the vent line and forcing
>the system to suck from the non-flowing
>tank. Again, this was met with success.
>
>I am at a complete loss! The vent lines on the
>gas caps are open (checked with each fill-up and
>also with a pipe cleaner, etc). All my flexible
>fuel lines are 3/8 marine grade lines (vent
>line is clear Tygon). No lines are
>pinched. Once flowing, they flow with no
>restriction. There are no loops, etc in any of
>the lines. I would appreciate any helpful information regarding this problem!
>
>AlsoOn the return leg home this
>afternoonMy charging system went out! I just
>hope it's not another alternator coupling/clutch thats gone bad!
>
>Travis
>
>--------
>Travis Rayner
>Mobile, AL
>Skystar Vixen, N-789DF
>Continental IO-240, Prince P-Tip Prop
>ADI-II Autopilot
>AnyWhereMap Navigation with weather
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=269410#269410
>
>
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| Subject: | RE: Fuel Flow Problems, Again! |
Hey Travis,
On advice from Tom Olenik I run the Rotax brand fuel filters. They are
big white plastic things. They are very high flow/low head loss and
won't block due to water.
If the filters/hoses are OK and the vent line has no obstruction then I
would check your tank caps. The gaskets are not hard and make a good
seal?
I can't think of anything else. If you make it a fly-in around Atlanta
please let me know; I would like to see your bird.
Good luck,
Mark Napier
Time: 05:55:37 PM PST US
Subject: Kitfox-List: Fuel Flow Problems, Again! (Vixen, Series-5)
From: "FlyboyTR" <flyboytr@bellsouth.net>
We just returned from an 800 mile trip to our favorite flying
destination, High
Valley Resort in north GA. We developed a fuel flow problem while
enroute.
A little history. Two years ago I had a fuel flow problem (actually on
the same
trip!) that was caused by my new paper filters (located between the wing
tanks
and the header tank) air locking and not allowing fuel to flow. We
completed
the trip using just one tank. After returning home, I discovered that
if I
blew up through the fuel line, causing the filter to fill with air, it
would
not gravity flow! After either sucking on the line ( or blowing on the
gas cap
vent tube) to force the fuel to flow, it would flow without restriction.
This
was repeated numerous times, on both tanks with the exact same results!
The
filters had been replaced just prior to this event. This was also
tested with
new filters with the same results. After that, I returned to using the
filters
with the glass sight tubes.
OKpresent day... I filled both tanks to the brim prior to our 400 mile,
one way,
flight. After about 45 minutes Kathy noticed there was no fuel in the
header
tank vent line. The right tank level was low and the left one was full
(could
not see the fuel levelabove the sight gauge). We checked and both fuel
valves
were on and we cycled them several times. I reduced power to the engine
and set it up lean of peak to reduce the fuel flow. Shortly, fuel
appeared in
the vent tube (yes that was a relief!). Fortunately we were at 9,500,
talking
the Atlanta Center and had an airport with easy gliding distance (which
also
provided some peace of mind).
After going back to full cruise power, the fuel level in the vent line
started
dropping. We turned the working tank off, pinched the vent line so it
would force,
hopefully, the fuel in the right tank to be sucked. After a few
seconds,
the left tank filter (which was filed with air) starting showing some
fuel movement
and slowly filled about way. I kept the vent line pinched for about
a minute. Fuel flow was established on the left tank, but still not
enough to
fill the vent line. I turned the right tank back on and the vent line
filled.
I closed it again and then slowly opened it to allow partial flow and
kept
the fuel level in the vent line visible for about 30 minutes. After
several gallons
of fuel was pulled from the left tank, I opened the right valve
completely
and the vent tube filled. After that fuel flowed from both tanks and
was
not a problem.
Heading Home We stopped for fuel while heading home. This time the
same thing
happened, except the tanks were reversed! Right tank would not flow.
We did
the same thingpinching off the vent line and forcing the system to suck
from
the non-flowing tank. Again, this was met with success.
I am at a complete loss! The vent lines on the gas caps are open
(checked with
each fill-up and also with a pipe cleaner, etc). All my flexible fuel
lines
are 3/8 marine grade lines (vent line is clear Tygon). No lines are
pinched.
Once flowing, they flow with no restriction. There are no loops, etc in
any
of the lines. I would appreciate any helpful information regarding this
problem!
AlsoOn the return leg home this afternoonMy charging system went out! I
just hope
it's not another alternator coupling/clutch thats gone bad!
Travis
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269410#269410
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
ok
I have had the same bulb on my Yamaha outboard engine for 35 year, still no
problem, but sure it isn't 100LL.
about the vent line they must go from top of header to top of wing tank! (I
guess)
and fuel line go from bottom of wing tank to bottom of header tank?
what about the tank vents? are they faced forward? on top of the wings there
is a suction so a bent tube facing into the airstreams isn't wrong.
paper filter can "clog" by water, when the paper is wet from water fuel
isn't coming throe.
We hade some problem just like this on our aeronca, with a small wing tank
that will feed the main tank forward of the dash.
Jan
----- Original Message -----
From: "FlyboyTR" <flyboytr@bellsouth.net>
Sent: Monday, October 26, 2009 2:19 PM
Subject: Kitfox-List: Re: Fuel Flow Problems, Again! (Vixen, Series-5)
>
> My fuel is 100LL. I was wishing I had a squeeze bulb...or something! I
> have considered installing two of those. However, I have had several fail
> (no flow) when used in my boats and several of the local Ultralight folks
> have had engine outs because of the same problem.
>
> Travis
>
> --------
> Travis Rayner
> Mobile, AL
> Skystar Vixen, N-789DF
> Continental IO-240, Prince P-Tip Prop
> ADI-II Autopilot
> AnyWhereMap Navigation with weather
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=269458#269458
>
>
> __________ Information from ESET NOD32 Antivirus, version of virus
> signature database 4541 (20091025) __________
>
> The message was checked by ESET NOD32 Antivirus.
>
>
>
__________ Information from ESET NOD32 Antivirus, version of virus signature database
4541 (20091025) __________
The message was checked by ESET NOD32 Antivirus.
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
Travis:
Why do you use filtration at that point in the system? Is it because you have
shut off valves there and you figured that you might as well? The closer upward
toward the tank level, the less head pressure there is, so the restriction
of a filter even if quite low will bother the flow.
On my plane with the same engine as you have, the filter is up forward just ahead
of the pump. I have not other filters, but of course, the final filter is
in your fuel distributor.
I guess I would think that a squeeze bulb would be needed if you have filters high
in the system, but considering that now you have a possible leak source in
the cockpit, I would feel better not having any bulb/filters in the cabin.
I also use 100LL and find that it is quite clean. Out here in Ca. in the summer
which is a long time we do not have much rain, so I must admit that we tend at
least I do to not worry much about water.
I should think that you would get good results as I do by not having any filters
in the cabin and having one up forward. The one that I have is a metal finger
style screen approx 3-1/2 inches long. It gives me the sense that it is of
a semi fine mesh, and because of its size and location seems to work just fine.
I service it at annual, it is not glass, so one cannot see what is happening,
but where it is, I think the alloy housing is the best choice. I definitely
would not feel good about a glass one there, mounted just in front of the engine
case.
On the topic of alternator coupling problems, I see by looking in the logs that
my coupling was changed at a fairly low time, but I have not had problems, and
have assumed that the 'new one' may have been an improved version, but from
what I read here, it seems not the case. I seem to recall that they are quite
pricey, being over $1k. I now have 760 hours on everything, so the new one seems
to be there for the long haul on my plane, and I had forgotten to worry about
it until I read this thread. Why would you change alternators? Is there
more than one model that fits to the engine case like the stock one? Or do you
do an adaption? Is the 'light weight' one you refer to the same output current?
The drive setup on this engine for the alternator has always impressed me
as one the cool design features of the engine, but this is assuming one doesn't
need to change drive couplings like one would belts; especially at their cost.
Can this change be done with the engine mounted?
Duane, N24ZM IO240B4B, Clark Lydic Performance Propeller
-----Original Message-----
From: owner-kitfox-list-server@matronics.com [mailto:owner-kitfox-list-server@matronics.com] On Behalf Of FlyboyTR
Sent: Monday, October 26, 2009 6:20 AM
Subject: Kitfox-List: Re: Fuel Flow Problems, Again! (Vixen, Series-5)
My fuel is 100LL. I was wishing I had a squeeze bulb...or something! I have considered
installing two of those. However, I have had several fail (no flow)
when used in my boats and several of the local Ultralight folks have had engine
outs because of the same problem.
Travis
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269458#269458
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
My fuel configuration has remained virtually unchanged from the way is was when
I purchased the Vixen from the builder. Yep...vent line from top of header tank
to the top of the right wing tank. My fuel caps have the vent tube that is
welded to the top of the cap. They both face forward and I blow through them
each time I add fuel. They have also been checked with a pipe cleaner to ensure
something wasn't hiding inside!
My system has 4 filters. One on each fuel line from the wing tanks to the header
tank, a larger sintered type (aluminum housing) filter just after the fuel
leaves the header tank and the same filter again just before the fuel enters the
engine driven fuel pump. The only changes I have made were replacing the in-line
fuel valves with a "higher" flow valve than was originally installed.
In September, during my conditional inspection, I replaced the filter elements
(which flowed freely).
Duane,...my Purolator filters are located rather high. ...Hadn't thought about
that. After purchasing the plane 07/06, I replaced all the flexible fuel line.
I did move the valves and filters higher (closer to the tank) to help protect
them. Just guessing...the bottom of each filter is probably about 6" below
the wing tank.
Today I noted that my fuel lines (from the tanks to the header) do have some horizontal
component to them (behind the seat)...not completely flat or uphill.
I can shorten those lines to make the flow as vertical as possible.
Odd thing is...the fuel problem is not consistent. It does seem to occur more
frequently when I fill the fuel tanks "completely" up...but not always. It can
be one tank...then the other...that has the flow problem.
I don't remember checking the finger strainers in the tank. I will check those,
just in case!
Travis :)
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269517#269517
Message 11
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
With permission, I wanted to post an email I received:
==========================================
Travis,
My name is Don Smythe. I was on the list for years until I sold my IV. I
still read the web version of the list just to keep up but this is the first time
I've responded this way.
Fuel flow is one of the problems that seems to hang around and comes back from
time to time. I once built a simulated tank/header in my shop and played
with fuel flow for hours. I found two things that make a big difference in flow.
The first was, a paper filter will clog quickly especially if allowed to
see a little water. Second (and most important), if the fuel lines from the tank
down to the header are not kept "continuously" down hill they will vapor lock
and stop or greatly diminish flow. Any area of those two lines that are allowed
to run horizontal is bad (even a short distance)!!!!! Another thing that
came up years ago was the clogging of the clear Purolator glass filters. Fiberglass
fragments clogged the filters but were invisible to the eye.
I would also do a fuel flow check sitting in the hanger. You must catch the
fuel at the same height as the carb. Catching the fuel at the hanger floor
will throw off the rate by giving you a higher rate of flow. You should have
at least 1 1/5 times the max engine burn rate.
Back in the day I also learned a little bit about vapor lock. It seems that
any time fuel passes through a larger body such as a filter it will gas off.
I often wondered why my filters appeared to have a little air in them. That's
half fuel and half vapor. It seems that's why auto makers started putting
their fuel pumps in the fuel tanks vs. at the engine???? I had a good buddy (Michael
Harter) that put an aux fuel pump on his Subaru but placed the pump up
behind the instrument panel. He had an engine out I believe on his first flight
with the pump. Landed OK but later found out that the pump "must" be located
at the output of the header. Again, this is probably the old "vapor lock"
thing that caused his problem.
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269522#269522
Message 12
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| Subject: | Re: Fuel Flow Problems, Again! (Vixen, Series-5) |
With permission, I wanted to post an email I received:
==========================================
Travis,
My name is Don Smythe. I was on the list for years until I sold my IV. I
still read the web version of the list just to keep up but this is the first time
I've responded this way.
Fuel flow is one of the problems that seems to hang around and comes back from
time to time. I once built a simulated tank/header in my shop and played
with fuel flow for hours. I found two things that make a big difference in flow.
The first was, a paper filter will clog quickly especially if allowed to
see a little water. Second (and most important), if the fuel lines from the tank
down to the header are not kept "continuously" down hill they will vapor lock
and stop or greatly diminish flow. Any area of those two lines that are allowed
to run horizontal is bad (even a short distance)!!!!! Another thing that
came up years ago was the clogging of the clear Purolator glass filters. Fiberglass
fragments clogged the filters but were invisible to the eye.
I would also do a fuel flow check sitting in the hanger. You must catch the
fuel at the same height as the carb. Catching the fuel at the hanger floor
will throw off the rate by giving you a higher rate of flow. You should have
at least 1 1/5 times the max engine burn rate.
Back in the day I also learned a little bit about vapor lock. It seems that
any time fuel passes through a larger body such as a filter it will gas off.
I often wondered why my filters appeared to have a little air in them. That's
half fuel and half vapor. It seems that's why auto makers started putting
their fuel pumps in the fuel tanks vs. at the engine???? I had a good buddy (Michael
Harter) that put an aux fuel pump on his Subaru but placed the pump up
behind the instrument panel. He had an engine out I believe on his first flight
with the pump. Landed OK but later found out that the pump "must" be located
at the output of the header. Again, this is probably the old "vapor lock"
thing that caused his problem.
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269536#269536
Message 13
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| Subject: | Re: Fuel Flow Problems, Again! |
Mark,
What is the part number on the fuel filter. What is the element made of?
I don't think my fuel cap gaskets are leaking. I can blow through the vent and
don't hear air escaping. However...the gaskets are fairly hard..but appear to
fit tight. Thanks!
Travis :)
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240, Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269545#269545
Message 14
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| Subject: | Re: IO240 alternator swap and coupler failure |
It uses the same coupler but I hope the lighter weight and lower amperage a
lternator will be less likely to fry it.- In my research I have found tha
t there is an older style coupler that was used in the o200 for years.- I
t will work but...- If it were to fail or the alternator seized there are
potentially bits of metal in the engine-case.- Therefore the "wisdom"
is-if/when the elastomer fails-no bits of metal.-The cost to buy the ol
der style coupler was similar to a rebuild of the elastomeric one so that i
s what I did.- I changed alternators because:- I believe it can be remo
ved without pulling the engine and it is over 6 pounds lighter.- Added be
nefit that I did not realize is that the nut on the back can be used to che
ck the torque slippage of the coupler per the service bulletin for 500 hr c
hecks.- Although my first one did not quite make it to 500 hrs.
Maxwell Duke
S6/TD/IO240
Dublin, GA
--- On Mon, 10/26/09, FlyboyTR <flyboytr@bellsouth.net> wrote:
From: FlyboyTR <flyboytr@bellsouth.net>
Subject: Kitfox-List: Re: IO240 alternator swap and coupler failure
Maxwell,
Did you change to the lighter weight alternator because of the failed coupl
ing?- What type of coupling does the new alternator use?-
I found the thread I started when my coupler failed in Nov 06.- http://fo
rums.matronics.com/viewtopic.php?p=77593- Now...three years later...her
e we go again.- If a new style alternator would provide an improvement in
the coupling...I would certainly be interested in changing to a different
alternator.
Travis- ---:)
--------
Travis Rayner
Mobile, AL
Skystar Vixen, N-789DF
Continental IO-240,- Prince P-Tip Prop
ADI-II Autopilot
AnyWhereMap Navigation with weather
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269461#269461
le, List Admin.
=0A=0A=0A
Message 15
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| Subject: | Rotax 582 thermostat |
I saw a post on one of the lists a while back about the availability of a
thermostat that would fit a 582 from Napa.
Does anyone have that info, part number or other aplication. Thanks
Aaron Gustafson Upper Michigan
Message 16
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| Subject: | Re: Rotax 582 thermostat |
NAPA Part # is 18-3670
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 438+ TT
"If you put the federal government in charge of the Sahara
Desert, in five years there'd be a shortage of sand."
-- Nobel prize-winning economist Milton Friedman (1912-2006)
----- Original Message -----
From: "Aaron Gustafson" <agustafson@Chartermi.net>
Sent: Monday, October 26, 2009 7:56 PM
Subject: Kitfox-List: Rotax 582 thermostat
> <agustafson@chartermi.net>
>
> I saw a post on one of the lists a while back about the availability of a
> thermostat that would fit a 582 from Napa.
> Does anyone have that info, part number or other aplication. Thanks
> Aaron Gustafson Upper Michigan
>
>
>
Message 17
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| Subject: | Re: F210 reading very HIGH |
wants the best for windsheild,lexan or plexaglass,what size 060
Message 18
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| Subject: | Re: Rotax 582 thermostat |
Fox5flyer wrote:
> NAPA Part # is 18-3670
>
> Deke Morisse
> Mikado Michigan
> S5/Subaru/CAP 438+ TT
> "If you put the federal government in charge of the Sahara
> Desert, in five years there'd be a shortage of sand."
> -- Nobel prize-winning economist Milton Friedman (1912-2006)
>
> ---
Thermostats are different gray head vs blue head.
I use Rotax one for 60$ - haha work great
1-866-418-4164 Order now
He some new videos of Kitfox flying that some don;t dare to do more than talk
about
http://www.youtube.com/user/kitfoxflyer
http://www.youtube.com/user/Davidsfarm#p/a
--------
Rotax Dealer, Ontario Canada
http://www.cfisher.com/
Awesome *New Forum *
http://rotaxaircraft.com/forum/
Realtime Kitfox movies to separate the internet chatter from the truth
http://www.youtube.com/profile_videos?user=kitfoxflyer
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269582#269582
Message 19
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| Subject: | Re: F210 reading very HIGH |
Is this a question, a statement or an answer??? ;o) Larry
----- Original Message -----
From: Cmflyboy12@aol.com
To: kitfox-list@matronics.com
Sent: Monday, October 26, 2009 8:45 PM
Subject: Re: Kitfox-List: Re: F210 reading very HIGH
wants the best for windsheild,lexan or plexaglass,what size 060
-------------------------------------------------------------------------
-----
Checked by AVG - www.avg.com
10/26/09 08:10:00
Message 20
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| Subject: | Re: Rotax 582 thermostat |
dous that gray head also
Malcolm Brubaker
=0AMichigan Sport
=0APilot Repair
=0ALSRM-A
=0A(989)513-3022
--- On Tue, 10/27/09, fox5flyer <fox5flyer@idealwifi.net> wrote:
From: fox5flyer <fox5flyer@idealwifi.net>
Subject: Re: Kitfox-List: Rotax 582 thermostat
NAPA Part # is 18-3670
Deke Morisse
Mikado Michigan
S5/Subaru/CAP 438+ TT
"If you put the federal government in charge of the Sahara
Desert, in five years there'd be a shortage of sand."
-- Nobel prize-winning economist Milton Friedman (1912-2006)
----- Original Message ----- From: "Aaron Gustafson" <agustafson@Chartermi.
net>
Sent: Monday, October 26, 2009 7:56 PM
Subject: Kitfox-List: Rotax 582 thermostat
i.net>
>
> I saw a post on one of the lists a while back about the availability of a
thermostat that would fit a 582 from Napa.
> Does anyone have that info, part number or other aplication. Thanks
> Aaron Gustafson Upper Michigan
>
>
>
>
le, List Admin.
=0A=0A=0A
Message 21
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| Subject: | Re: Rotax 582 thermostat |
At 05:22 PM 10/26/2009, you wrote:
>NAPA Part # is 18-3670
Deke,
Check out
http://www.airtalk.org/help-needed-582-overheating-vt50456.html. Is
this thread pertinent? I also wondered whether anyone on the list had
success using the 160F aftermarket thermostat. It makes more sense
than the 135F Rotax sells.
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 400 hrs. and counting
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