Today's Message Index:
----------------------
1. 12:10 AM - Capacitance fuel level senders (Brian Anderson)
2. 05:22 AM - Re: Capacitance fuel level senders (GREGSMI@aol.com)
3. 06:03 AM - Re: Capacitance fuel level senders (Coleman)
4. 10:31 AM - Rotax 912 exhaust pipe cracks (Alex Kozloff)
5. 11:08 AM - Re: Rotax 912 exhaust pipe cracks (Coleman)
6. 12:13 PM - Re: Rotax 912 exhaust pipe cracks (David Weaver)
7. 02:03 PM - Re: Rotax 912 exhaust pipe cracks (Rick Thomason)
8. 02:14 PM - Re: Rotax 912 exhaust pipe cracks (Skip LaPolice)
9. 07:42 PM - Exhaust System - A Different Idea (Pictures) (David Weaver)
Message 1
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| Subject: | Capacitance fuel level senders |
Well, my woes with the capacitance senders is not over. One, the one that has always
caused the most trouble intermittently for a long time, now seems to want
to read full scale continuously, regardless of how much fuel is in the tank.
Some violent and out of balance manoeuvers on my last flight didn't resolve the
problem by sloshing the fuel around, so it looks like the next step is to pull
the wing, remove the sender and investigate.
The sender is one of the earlier type that simulates a standard 240 ohm output,
to a dual Westach gauge.
The question is - - - do I replace the sender only with the same type [the economical
solution], or do I replace both senders with the later 5V output type,
necessitating replacing the gauge too [the expensive solution]. My current gauge
is nicely calibrated in litres too, so it would require more work to fix that
with a gauge change, and also a small wiring change for the new senders.
I know that a number of people have had some problems with these senders. Is it
only the earlier 240 type senders that have had problems. Perhaps the issues
have been sorted with the later 5V versions.
I still prefer the capacitance senders, especially after flying the C-152 for a
few hours in the past week. It's fuel gauges were only useful to determine that
yes, there was some fuel in the tanks. The needles flopped around so much it
was impossible to determine the amount of fuel, other than to say that it might
have been 1/2 full, maybe. Estimating how much might have been left in the
tanks was impossible.
Brian
Message 2
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| Subject: | Re: Capacitance fuel level senders |
Brian, you may have something lodged in the tube, causing the bad readings.
I would pull the sender and check it closely, maybe a good cleaning will
fix it. Once it is out, it is very easy to test, and it may be a one day
fix. After fifteen years, mine has started to act up and I suspect that may be
the case. I have calibrated it several times, going from auto to avgas, so
maybe I have done that one too many times also. But, it has been pretty
good for fifteen years. Who knows, maybe all those gasoline additives have
done something to it.
Take care, fly safe.
Greg
In a message dated 3/20/2011 2:10:43 A.M. Central Daylight Time,
briana@xtra.co.nz writes:
--> Pulsar-List message posted by: Brian Anderson <briana@xtra.co.nz>
Well, my woes with the capacitance senders is not over. One, the one that
has always caused the most trouble intermittently for a long time, now
seems to want to read full scale continuously, regardless of how much fuel is
in the tank. Some violent and out of balance manoeuvers on my last flight
didn't resolve the problem by sloshing the fuel around, so it looks like the
next step is to pull the wing, remove the sender and investigate.
The sender is one of the earlier type that simulates a standard 240 ohm
output, to a dual Westach gauge.
The question is - - - do I replace the sender only with the same type [the
economical solution], or do I replace both senders with the later 5V
output type, necessitating replacing the gauge too [the expensive solution]. My
current gauge is nicely calibrated in litres too, so it would require more
work to fix that with a gauge change, and also a small wiring change for
the new senders.
I know that a number of people have had some problems with these senders.
Is it only the earlier 240 type senders that have had problems. Perhaps the
issues have been sorted with the later 5V versions.
I still prefer the capacitance senders, especially after flying the C-152
for a few hours in the past week. It's fuel gauges were only useful to
determine that yes, there was some fuel in the tanks. The needles flopped
around so much it was impossible to determine the amount of fuel, other than to
say that it might have been 1/2 full, maybe. Estimating how much might have
been left in the tanks was impossible.
Brian
Message 3
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| Subject: | Re: Capacitance fuel level senders |
If you have the end-plates off for repairs, you might consider adding low
fuel =0Awarning (http://www.aircraftextras.com/FuelSensor1.htm)---at
that time.- I added =0Athem a couple years ago and really like the way t
hey work.- Not too easy to =0Ainstall because you have to remove the end
plates, but if you are going to have =0Athe plates off anyway its a good ti
me to put them in.=0A=0AMy Pulsar XP has the resistance sending units provi
ded with the kit.- I never =0Aconsidered them to be much use as the guage
s-bounce around and couldn't possibly =0Abe accurate throughout the full
range anyway.- In fact, they are only there to =0Ameet the 'letter of the
law' requirement.- I cover them up with a timer =0AVelcroed-over the i
nstrument.- I know my fuel burn is 4 gallons per hour and I =0Acan judge
visually how much fuel is in the tank-during pre-flight.- I then =0Aalw
ays use a conservative estimate of fuel and use the timers from that point.
- =0AFor example, if the if I cannot see fuel in the tank, I consider tha
t tank to be =0Aempty; if fuel just covers the bottom at the outer end, I k
now the tank is half =0Afull, etc..- The count down timer for each tank
-is set to two hours when I fill =0Aup and keeps track of that tank until
I fill again. -Just in case something goes =0Awrong, such as a leak in f
light,-or missed timer setting, I have the low fuel =0Awarning system as
backup.- I feel this system is much more reliable than-any =0Atype of g
uage.-=0A=0AIf you should go for the low fuel warning system I recommende
d here, make sure =0Ayou ask for the 5 second delay option or they will giv
e false warnings.- The =0Asystem works great - I can shift fuel to the ou
tside-end of the tank by holding =0Arudder - then count to five - and the
light goes on every time.- I have-the =0Awarning set to go off when I
have one gallon left in the tank - works great.=0A=0AHope that helps,=0ABil
l=0A=0A=0A=0A=0A________________________________=0AFrom: "GREGSMI@aol.com"
<GREGSMI@aol.com>=0ATo: pulsar-list@matronics.com=0ASent: Sun, March 20, 20
11 8:20:43 AM=0ASubject: Re: Pulsar-List: Capacitance fuel level senders=0A
=0ABrian, you may have something lodged in the tube, causing the bad readin
gs. I =0Awould pull the sender and check it closely, maybe a good cleaning
will fix it. =0AOnce it is out, it is very easy to test, and it may be a on
e day fix. After =0Afifteen years, mine has started to act up and I suspect
that may be the case. I =0Ahave calibrated it several times, going from au
to to avgas, so maybe I have done =0Athat one too many times also. But, it
has been pretty good for fifteen years. =0AWho knows, maybe all those gasol
ine additives have done something to it.=0A=0ATake care, fly safe.=0AGreg
=0A=0AIn a message dated 3/20/2011 2:10:43 A.M. Central Daylight Time, =0Ab
n <briana@xtra.co.nz>=0A>=0A>Well, my woes with the capacitance senders is
not over. One, the one that has =0A>always caused the most trouble intermit
tently for a long time, now seems to want =0A>to read full scale continuous
ly, regardless of how much fuel is in the tank. =0A>Some violent and out of
balance manoeuvers on my last flight didn't resolve the =0A>problem by slo
shing the fuel around, so it looks like the next step is to pull =0A>the wi
ng, remove the sender and investigate.=0A>=0A>The sender is one of the earl
ier type that simulates a standard 240 ohm output, =0A>to a dual Westach ga
uge.=0A>=0A>The question is - - - do I replace the sender only with the sam
e type [the =0A>economical solution], or do I replace both senders with the
later 5V output =0A>type, necessitating replacing the gauge too [the expen
sive solution]. My current =0A>gauge is nicely calibrated in litres too, so
it would require more work to fix =0A>that with a gauge change, and also a
small wiring change for the new senders.=0A>=0A>I know that a number of pe
ople have had some problems with these senders. Is it =0A>only the earlier
240 type senders that have had problems. Perhaps the issues =0A>have been s
orted with the later 5V versions.=0A>=0A>I still prefer the capacitance sen
ders, especially after flying the C-152 for a =0A>few hours in the past wee
k. It's fuel gauges were only useful to determine that =0A>yes, there was s
ome fuel in the tanks. The needles flopped around so much it was =0A>imposs
ible to determine the amount of fuel, other than to say that it might have
=0A>been 1/2 full, maybe. Estimating how much might have been left in the t
anks was =0A>the ies ay - - - - - -- - MATRONICS WEB FORUMS
- - - - -- - List Contribution =0A>Web Site p; - - - -
=============== =0A
Message 4
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| Subject: | Rotax 912 exhaust pipe cracks |
Gentlemen:
A few years ago there was a spate of Pulsar II and III exhaust pipe
cracks that was somehow resolved.
I remember some discussion regarding replacing the mild steel pipes that
came with the engine with Stainless Steel ones.
Could anyone please refresh our minds with the the details of this
problem and how it was resolved?
Thank you,
--
Alex Kozloff
Pulsar I
N190AK
Message 5
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
It was resolved by going to Rick's exhaust system.- Both the original mil
d steel =0Aand the SkyStar stainless steel systems cracked continuously.-
=0A=0A=0AI have Rick's system built with stainless steel and it has worked
perfectly for =0Aover 800 hours.- I believe those with his mild steel sy
stem have also had =0Asuccess.=0A=0AI think some folks also had success wit
h a stainless steel system made by Jeff =0ASell.=0A=0AHope that helps.=0A
=0ABill Coleman=0APulsar XP N331BP=0A=0A=0A=0A=0A__________________________
______=0AFrom: Alex Kozloff <avkozloff@roadrunner.com>=0ATo: pulsar-list@ma
tronics.com=0ASent: Sun, March 20, 2011 1:15:00 PM=0ASubject: Pulsar-List:
Kozloff" <avkozloff@roadrunner.com>=0A=0AGentlemen:--- =0A---
A few years ago there was a spate of Pulsar II and III exhaust pipe cracks
=0Athat was somehow resolved.=0A--- I remember some discussion regard
ing replacing the mild steel pipes that =0Acame with the engine with Stainl
ess Steel ones.=0A--- Could anyone please refresh our minds with the
the details of this problem =0Aand how it was resolved?=0A=0A--- Than
- - - - - - - - - - - - -Matt Dralle, List Admin.
====
Message 6
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
I had similar cracking problems with Aero Designs mild steel and Sky Star's
stainless steel systems on my Pulsar XP.- I decided to go for maximum ef
ficiency by reducing exhaust system weight and heat dissipating area in the
engine compartment.- I had Aircraft Exhaust, Inc. build a straight pipe
system from a PVC pipe mock-up.- There is no exhaust cans in my system.
- The exhaust pipes exiting the lower cowl are capped on the ends with a
series evenly spaced-3/16 holes around the periphery of each pipe.- Wha
t I have done is to move the exhaust can baffle outside of the engine compa
rtment less the can.- I monitored both cylinder EGT and back pressure to
experimentally determine how many holes to make.- I used a long tapered p
unch to pull flutes in the stainless steel.- The result was 3.1 pounds we
ight per side with slightly increased exhaust noise.- I have short transv
erse pipe runs (about 3 inches from bottom of fuselage) and no measurable
increase in drag.- I also have no exhaust stains on the bottom of the fu
selage.- I have less than 100 hours on the system with no signs of cracki
ng or loosening at the manifold connection points.- I can provide picture
s if needed.
Dave Weaver N912GR
--- On Sun, 3/20/11, Alex Kozloff <avkozloff@roadrunner.com> wrote:
From: Alex Kozloff <avkozloff@roadrunner.com>
Subject: Pulsar-List: Rotax 912 exhaust pipe cracks
>
Gentlemen:---
--- A few years ago there was a spate of Pulsar II and III exhaust pi
pe cracks that was somehow resolved.
--- I remember some discussion regarding replacing the mild steel pip
es that came with the engine with Stainless Steel ones.
--- Could anyone please refresh our minds with the the details of thi
s problem and how it was resolved?
--- Thank you,
--Alex Kozloff
Pulsar I
N190AK
le, List Admin.
Message 7
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
Alex,
Did you get a new bird?
Rick (AKA your Seagrams buddy:-)
On Mar 20, 2011, at 12:15 PM, "Alex Kozloff" <avkozloff@roadrunner.com> wrote:
>
> Gentlemen:
> A few years ago there was a spate of Pulsar II and III exhaust pipe cracks
that was somehow resolved.
> I remember some discussion regarding replacing the mild steel pipes that came
with the engine with Stainless Steel ones.
> Could anyone please refresh our minds with the the details of this problem
and how it was resolved?
>
> Thank you,
>
> --
> Alex Kozloff
> Pulsar I
> N190AK
>
>
>
>
Message 8
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| Subject: | Re: Rotax 912 exhaust pipe cracks |
Dave
Thanks for the exhaust pipe description.
Pictures would be terrific!
Thanks in advance.
Be well,
Skip La Police
Message 9
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| Subject: | Exhaust System - A Different Idea (Pictures) |
Note the absence of exhaust cans in engine compartment allows more access a
nd eliminates major heat sources.- The Ducati Voltage Regulator probably
operates in cooler environment as well.
Dave Weaver
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