Today's Message Index:
----------------------
1. 03:08 AM - Re: Floscan location and Matronics fuel line pulsation damper (Bob Leffler)
2. 03:36 AM - Re: how can I find out the gear reduction for the governor driv (Mike Whisky)
3. 10:02 AM - Re: Floscan location and Matronics fuel line pulsation damper ()
4. 01:13 PM - Re: Floscan location and Matronics fuel line pulsation dampe (Bob Turner)
5. 01:40 PM - Re: Floscan location and Matronics fuel line pulsation damper (Kelly McMullen)
6. 03:32 PM - Re: Can you fix a broken BNC connector on a COM antenna? (Phil White)
Message 1
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| Subject: | Re: Floscan location and Matronics fuel line pulsation damper |
Just to add some additional clarification to what Kelly stated. With the AFP
purge valve in addition to cutting off the fuel feed for shutdown, it also functions
to flush warm fuel with cold to aid in hot starts.
I am also aware of one RV-10 with a Bendix that added a AFP purge valve.
I suspect when you flush the fuel it will cause the EFIS to report more fuel consumed
than actually used, but it really isn't a significant amount.
Sent from my iPad
On Jun 2, 2013, at 1:01 AM, Kelly McMullen <kellym@aviating.com> wrote:
>
> It is an unusual installation for a Lycoming fuel injected engine to have a fuel
return line. Bendix FI does not. AF has a purge line which may or may not
return to the tank, but is only used for shutdown, there is no return when engine
is running. Only Continental injection or systems modeled after it have an
active return line, and there are sensors to account for that fuel, but not something
that most RV-10 operations need to be concerned with.
> On 6/1/2013 9:56 PM, ibspud@roadrunner.com wrote:
>>
>> Since, on injected engines, there is a fuel return line that goes from the pump
back to the fuel selector valve, does the Floscan sender report higher flue
flow than is actually used by the engine? Or is there only a small amount of
fuel returned via that bypass route?
>> Albert Gardner
>> N991RV
>> Yuma, AZ
>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
>
>
Message 2
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| Subject: | Re: how can I find out the gear reduction for the governor |
driv
Thanks everyone for your input. I'll report the adjustments I had to do in order
to reach the low an high RPMs.
Mike
--------
RV-10 builder (final assembly)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=401798#401798
Message 3
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| Subject: | Re: Floscan location and Matronics fuel line pulsation |
damper
I was referring to the return loop on the Airflow Performance pumps that goes from
the pump manifold back to a T fitting at the fuel selector valve input. My
calculated fuel consumption agrees closely with actual consumption so it appears
there is little recirculated fuel involved. Just wondering what the return
loop's function is?
Albert Gardner
N991RV
Yuma, AZ
---- Kelly McMullen <kellym@aviating.com> wrote:
>
> It is an unusual installation for a Lycoming fuel injected engine to
> have a fuel return line. Bendix FI does not. AF has a purge line which
> may or may not return to the tank, but is only used for shutdown, there
> is no return when engine is running. Only Continental injection or
> systems modeled after it have an active return line, and there are
> sensors to account for that fuel, but not something that most RV-10
> operations need to be concerned with.
> On 6/1/2013 9:56 PM, ibspud@roadrunner.com wrote:
> >
> > Since, on injected engines, there is a fuel return line that goes from the
pump back to the fuel selector valve, does the Floscan sender report higher flue
flow than is actually used by the engine? Or is there only a small amount of
fuel returned via that bypass route?
> > Albert Gardner
> > N991RV
> > Yuma, AZ
> >
> >
> >
>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
>
>
Message 4
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| Subject: | Re: Floscan location and Matronics fuel line pulsation dampe |
The return line helps set the fuel pressure. There is a check valve, and it relieves
excess pressure by sending some fuel back to the pump's inlet side. So some
fuel goes round and round, but not back to the tank. If your flowscan was
between the return T and the pump you would read high, but anywhere else should
be okay.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=401838#401838
Message 5
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| Subject: | Re: Floscan location and Matronics fuel line pulsation damper |
Your transducer is after that loop regardless of whether it is in the
tunnel or on the engine. Has no effect on measurement going through the
transducer.
The loop simply allows the pump output to be held to a preset maximum,
with any excess going back to the pump inlet.
On 6/2/2013 10:01 AM, ibspud@roadrunner.com wrote:
> I was referring to the return loop on the Airflow Performance pumps that goes
from the pump manifold back to a T fitting at the fuel selector valve input.
My calculated fuel consumption agrees closely with actual consumption so it appears
there is little recirculated fuel involved. Just wondering what the return
loop's function is?
> Albert Gardner
> N991RV
> Yuma, AZ
>
> ---- Kelly McMullen <kellym@aviating.com> wrote:
>>
>> It is an unusual installation for a Lycoming fuel injected engine to
>> have a fuel return line. Bendix FI does not. AF has a purge line which
>> may or may not return to the tank, but is only used for shutdown, there
>> is no return when engine is running. Only Continental injection or
>> systems modeled after it have an active return line, and there are
>> sensors to account for that fuel, but not something that most RV-10
>> operations need to be concerned with.
>> On 6/1/2013 9:56 PM, ibspud@roadrunner.com wrote:
>>>
>>> Since, on injected engines, there is a fuel return line that goes from the
pump back to the fuel selector valve, does the Floscan sender report higher flue
flow than is actually used by the engine? Or is there only a small amount of
fuel returned via that bypass route?
>>> Albert Gardner
>>> N991RV
>>> Yuma, AZ
>>>
>>>
>>>
>>
>>
>> -----
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>>
>>
>>
>>
>>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 6
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| Subject: | Re: Can you fix a broken BNC connector on a COM antenna? |
Simplest solution would be to purchase a BNC female to male adapter (or elbow connector),
solder it onto the present antenna connector using a 'sweat solder'
approach, very carefully not using too much heat to melt the inner insulation
of the broken connector.
If you've ever soldered copper water pipe, you know the concept.
The pins are just there to provide a positive mechanical connection, the shell
itself makes the negative electrical connection, center pin the positive.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=401840#401840
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