Today's Message Index:
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1. 05:07 AM - Re: Fuel consumption for the 912S (rampil)
2. 02:03 PM - 914 fuel consumption (rparigoris)
3. 03:17 PM - Re: Re: Why exactly shouldn't you run a 914 without a prop? (Gilles Thesee)
Message 1
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| Subject: | Re: Fuel consumption for the 912S |
Gentlemen,
Any rational discussion of fuel flow rate on the Rotax 912 +/- S really
requires specifying the altitude at which you are burning the fuel.
Twenty three inches and 5000 at 3000 MSL may be 4.6 gal/hr but at
9000' wot with MP=22.6" the FF may be over 7 gph
Cheers
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295074#295074
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| Subject: | 914 fuel consumption |
Curiosity question, when flying at lower altitude and lower power settings with
a 914 where you are developing 912 type of power, is fuel flow for a given %
power setting effected by instead of leaving the TCU on where it is in control
of wastegate servo, jog the wastegate servo till it is fully opened, then turn
off the TCU?
Thx.
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=295151#295151
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| Subject: | Re: Why exactly shouldn't you run a 914 without |
a prop?
Hi Ron,
> Lack of differential fuel pressure on take off leads to "running" of the pilot
when engine plays mellow song of "silent night". You need between ~ 2 and 5
PSI differential. If low you could get proper fuel flow but on verge of not being
able to meet crack pressure of fuel pressure regulator. Problem is if you
have full float bowls and begin take off run, you will be in air with perhaps
not enough runway to land on when they run out. Also when cruising it gives you
a heads up to close at hand failure. Most culprits of low differential pressure
is clogged fuel filter or gasculator/s. If you reduce power and can attain
2 PSI then you could probably gain yourself a little more time. At altitude where
the pumps have to work hardest are where you will first see lower readings,
a lower altitude may allow you to reach airport. Running lean at altitude is
a very bad thing to do, fuel flow may be fine at less than 2 PSI, but go too
much lower and fuel flow will suffer. Differential ca!
> n give you a heads up to problem before it happens.
>
We made some measurements of fuel pressure/differential pressure vs fuel
flow (on the ground). We found interesting things (circulating vapour
bubbles, etc...), but there was no measurable delay between change of
fuel flow and change of fuel pressure or vice versa.
So considering that fuel flow measurements take place with one turbine
upstream of the regulator and the other downstream of it, we did not
feel compelled to add fuel pressure measurements as both parameters are
directly related in this engine.
Best regards,
--
Gilles
http://contrails.free.fr
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