Today's Message Index:
----------------------
1. 07:49 AM - AK-14P carb (Tom Johnson)
2. 08:24 AM - Re: AK-14P carb (Terry Calloway)
3. 09:04 AM - AK-14 carburettor (Richard Goode)
4. 09:25 AM - Re: AK-14P carb (bill wade)
5. 09:47 AM - Engine Failure in a Yak-50 (White3)
6. 11:07 AM - Re: AK-14P carb (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
7. 11:16 AM - Re: AK-14 carburettor (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
8. 12:00 PM - Re: AK-14 carburettor (Roger Kemp M.D.)
9. 12:49 PM - Re: AK-14 carburetor (George Coy)
10. 04:46 PM - Re: AK-14P carb (Eric Wobschall)
11. 04:55 PM - Re: AK-14 carburetor (A. Dennis Savarese)
12. 05:03 PM - Re: AK-14P carb (A. Dennis Savarese)
13. 05:38 PM - Re: Engine Failure in a Yak-50 (keithmckinley)
14. 06:09 PM - Re: AK-14 carburetor (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
15. 06:44 PM - Re: AK-14 carburetor (Eric Wobschall)
16. 07:32 PM - Re: AK-14 carburetor (Roger Kemp M.D.)
Message 1
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I have made numerous adjustments to my M14 carb jets and settings by
reference to the Carb manual Task Cards and my Fuel Flow Indicator
(JPI-450). Without a Fuel Flow indicator you are guessing (they are $300 to
$500 installed and U need one).
GENERALLY: in my experience:
Main-Suction-Air-Compensating jet changes WOT fuel flow only for the most
part.
Compensating screw at back of carb adjust mid-range and messes up idle.
Idle screw on co-pilots side changes idle only.
I like my idle lean and target about 2.3 to 3.5 gph in the range of 25% to
40%.
My engine is modified and I live in Arizona so I wanted more WOT fuel flow.
I removed the Main-Suction-Air-Compensating jet which sits behind the
diaphragm.
As delivered it was a 1.9mm jet which is at the lean end.
I experimented with several smaller (richer) jets and now have a 1.6mm jet.
This yields me 42-44 gph at WOT takeoff 100+% RPM at Sea Level.
I also made some turns to the mid-range clicker which sits directly at the
back of the carb. It is a slotted screw with a bunch of holes around it and
a thin metal cap. That thin metal cap has a pin which sits in one of the
holes and limits the mid-range to 8 clicks. The task cards imply you should
remove this cap and twist this screw all over the place.
Don't do that.
Just experiment within the 8 clicks from stop to stop of that pin.
There are a total of 30some clicks and beyond the 30 be dragons.
The pin in the thin metal cover restricts that to 8 clicks (one revolution).
Adjusting that will whack your idle flow so you need to change your idle
flow afterwards.
I found a click richer needed about a click leaner on idle as a good start.
I use my runup 70% setting to gauge where my mid-range is and I wish I never
touched it.
The clicks can be vague. Sometimes it is hard to tell if you clicked or
not.
Easy to get lost.
Best results... try a different Top end jet to get you more WOT fuel flow if
you want cooling.
Get a nice lean idle for clean running.
Leave the mid-range alone unless you need a change.
My engine has the acceleration stumble which contributes to my intense
masculinity and will not be changed.
Mostly because I don't have any of the Acceleration Jets here...?
Tj
BY THE WAY... I found a certain position of my gills that gives me the
lowest CHT and it aint wide open!
---------------------------
Thomas Johnson
Airpower Insurance, LLC
36 West Ocotillo Road
Phoenix, AZ 85013-1235
Toll Free: 866-475-9199
Tel: 602-628-2701
Fax: 623-321-5843
www.airpowerinsurance.com
E: tomjohnson@cox.net
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I have an AK-14P Carburetor for sale if anyone needs it. We replaced it with
fuel injection. I have no idea what one should costs and would appreciate feedback
on pricing as well. You can contact me off line at terrycalloway@mac.com
if interested.
Regards,
tc
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| Subject: | AK-14 carburettor |
Mark - I agree with everything that you say.
I was not being pedantic about "suction jet" and "main jet" - it did seem to
me that some people could be confused.
My principal point is that the M14P can be made to run so much better if the
carburettor is correctly tuned.
Having said that, it is very difficult, with the different adjustments being
interdependent.
An obvious one is for the acceleration jet - if you are at idle and open the
throttle, and then get a hesitation, it is EITHER to rich or to lean - and
the black smoke if it is to rich will demonstrate that.
I wish I were qualified to produce a step by step manual, but, quite
frankly, I am not! BUT the official manual is pretty good, and does give a
reasonably accurate picture and instructions of adjusting the carburettor.
As Mark says, it is critical to know where you started from so that you can
always go back to that position!
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
<http://www.russianaeros.com> www.russianaeros.com
Message 4
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Terry how about a report on fuel injection. where did you get it it seems to be
in the experimental stage at the factory for Sukoi, what is the price and
availability does it really cut full burn, cooler head temps. Inquiring minds
would like to know. Did you find a source for electronic ignition also
Bill Wade
________________________________
From: Terry Calloway <terrycalloway@mac.com>
Sent: Tue, October 12, 2010 11:18:44 AM
Subject: Re: Yak-List: AK-14P carb
I have an AK-14P Carburetor for sale if anyone needs it. We replaced it with
fuel injection. I have no idea what one should costs and would appreciate
feedback on pricing as well. You can contact me off line at
terrycalloway@mac.com if interested.
Regards,
tc
Message 5
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| Subject: | Engine Failure in a Yak-50 |
Check out this clip. Pilot loses all the oil from his engine while flying over
some inhospitable terrain . He thought he was making a nice video to show his
friends and family. Turns into one of the most exciting - and instructional -
clips I've seen in a long time .
http://www.bremont.com/mayday.php
--------
It's not a hairy cow.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315434#315434
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Thanks Tom, very valuable info. I especially was interested in your point of being
able to accurately measure fuel flow while making these adjustments. Great
point.
I'm next door to you right now at Yuma, wave when you fly by.
Mark
________________________________
From: owner-yak-list-server@matronics.com on behalf of Tom Johnson
Sent: Tue 10/12/2010 10:45 AM
Subject: Yak-List: AK-14P carb
I have made numerous adjustments to my M14 carb jets and settings by
reference to the Carb manual Task Cards and my Fuel Flow Indicator
(JPI-450). Without a Fuel Flow indicator you are guessing (they are $300 to
$500 installed and U need one).
GENERALLY: in my experience:
Main-Suction-Air-Compensating jet changes WOT fuel flow only for the most
part.
Compensating screw at back of carb adjust mid-range and messes up idle.
Idle screw on co-pilots side changes idle only.
I like my idle lean and target about 2.3 to 3.5 gph in the range of 25% to
40%.
My engine is modified and I live in Arizona so I wanted more WOT fuel flow.
I removed the Main-Suction-Air-Compensating jet which sits behind the
diaphragm.
As delivered it was a 1.9mm jet which is at the lean end.
I experimented with several smaller (richer) jets and now have a 1.6mm jet.
This yields me 42-44 gph at WOT takeoff 100+% RPM at Sea Level.
I also made some turns to the mid-range clicker which sits directly at the
back of the carb. It is a slotted screw with a bunch of holes around it and
a thin metal cap. That thin metal cap has a pin which sits in one of the
holes and limits the mid-range to 8 clicks. The task cards imply you should
remove this cap and twist this screw all over the place.
Don't do that.
Just experiment within the 8 clicks from stop to stop of that pin.
There are a total of 30some clicks and beyond the 30 be dragons.
The pin in the thin metal cover restricts that to 8 clicks (one revolution).
Adjusting that will whack your idle flow so you need to change your idle
flow afterwards.
I found a click richer needed about a click leaner on idle as a good start.
I use my runup 70% setting to gauge where my mid-range is and I wish I never
touched it.
The clicks can be vague. Sometimes it is hard to tell if you clicked or
not.
Easy to get lost.
Best results... try a different Top end jet to get you more WOT fuel flow if
you want cooling.
Get a nice lean idle for clean running.
Leave the mid-range alone unless you need a change.
My engine has the acceleration stumble which contributes to my intense
masculinity and will not be changed.
Mostly because I don't have any of the Acceleration Jets here...?
Tj
BY THE WAY... I found a certain position of my gills that gives me the
lowest CHT and it aint wide open!
---------------------------
Thomas Johnson
Airpower Insurance, LLC
36 West Ocotillo Road
Phoenix, AZ 85013-1235
Toll Free: 866-475-9199
Tel: 602-628-2701
Fax: 623-321-5843
www.airpowerinsurance.com
E: tomjohnson@cox.net
Message 7
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| Subject: | AK-14 carburettor |
Roger that Richard, thanks.
I read Tom Johnson's note with interest as well. His engine is highly modified.....
you ought to see the exhaust on that thing, not to mention the prop and
a whole ton of other "stuff". He modifications really demanded that the carb
be retuned. A valuable aid to him in this was an accurate fuel flow indicator.
That sure would help a novice go about learning this thing. Thinking about
it for my 50. It would also be interesting if a person could make a PORTABLE
unit that could be attached to the aircraft being tuned. Just thinking out
loud.
Thanks (as usual) for sharing your experience and knowledge.
Mark
________________________________
From: owner-yak-list-server@matronics.com on behalf of Richard Goode
Sent: Tue 10/12/2010 12:01 PM
Subject: Yak-List: AK-14 carburettor
Mark - I agree with everything that you say.
I was not being pedantic about "suction jet" and "main jet" - it did seem to me
that some people could be confused.
My principal point is that the M14P can be made to run so much better if the carburettor
is correctly tuned.
Having said that, it is very difficult, with the different adjustments being interdependent.
An obvious one is for the acceleration jet - if you are at idle and open the throttle,
and then get a hesitation, it is EITHER to rich or to lean - and the black
smoke if it is to rich will demonstrate that.
I wish I were qualified to produce a step by step manual, but, quite frankly, I
am not! BUT the official manual is pretty good, and does give a reasonably accurate
picture and instructions of adjusting the carburettor. As Mark says,
it is critical to know where you started from so that you can always go back to
that position!
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com <http://www.russianaeros.com/>
Message 8
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| Subject: | AK-14 carburettor |
Can easily be done just need the fuel sender in line with the fuel line that
you will need to manufacture with appropriate RU banjo fittings. Then it is
the 12 volt electrical source and the JP analyzer or other appropriate fuel
flow analyzer.
What the heck, it is only money.
Doc
It would also be interesting if a person could make a PORTABLE unit that
could be attached to the aircraft being tuned. Just thinking out loud.
Thanks (as usual) for sharing your experience and knowledge.
Mark
Message 9
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| Subject: | AK-14 carburetor |
Just a word of caution about fuel flow sending units. We are aware
of two incidents and possibly an accident where U.S. hose was substituted
for the Russian hose. In these cases the cause of the problem was diagnosed
as a rubber "flap" that was cut on the inside diameter of the hose during
installation of the Russian Banjo fitting. It is almost impossible to
inspect the hose for an internal flap at the Banjo fitting.
The Banjo fitting is the fitting at the top of the "black" fine
filter located on the firewall on the top right hand (sitting in the
cockpit) side of the firewall. This is the line from the fine filter to the
carburetor. This is also the line where the fuel flow sensors are usually
are installed.
The two incidents we are aware of had normal operation for run up
but severely reduced fuel flow at take off power settings. They were very
difficult to diagnose as well.
The fuel flow sensors are usually a "Paddle Wheel" and are located
in the line to the carburetor. Any contamination in the line (rubber chips
from a new hose etc) can jam the "paddle wheel" and cause reduced fuel flow
as well.
George Coy
CAS Ltd.
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
http://coyafct.com/
SKYPE george.coy
Message 10
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WTF is WOT? Wide open throttle, right?
On Oct 12, 2010, at 10:45 AM, Tom Johnson wrote:
>
> I have made numerous adjustments to my M14 carb jets and settings by
> reference to the Carb manual Task Cards and my Fuel Flow Indicator
> (JPI-450). Without a Fuel Flow indicator you are guessing (they are
> $300 to
> $500 installed and U need one).
>
> GENERALLY: in my experience:
> Main-Suction-Air-Compensating jet changes WOT fuel flow only for the
> most
> part.
> Compensating screw at back of carb adjust mid-range and messes up
> idle.
> Idle screw on co-pilots side changes idle only.
>
> I like my idle lean and target about 2.3 to 3.5 gph in the range of
> 25% to
> 40%.
>
> My engine is modified and I live in Arizona so I wanted more WOT
> fuel flow.
> I removed the Main-Suction-Air-Compensating jet which sits behind the
> diaphragm.
> As delivered it was a 1.9mm jet which is at the lean end.
>
> I experimented with several smaller (richer) jets and now have a
> 1.6mm jet.
> This yields me 42-44 gph at WOT takeoff 100+% RPM at Sea Level.
>
> I also made some turns to the mid-range clicker which sits directly
> at the
> back of the carb. It is a slotted screw with a bunch of holes
> around it and
> a thin metal cap. That thin metal cap has a pin which sits in one
> of the
> holes and limits the mid-range to 8 clicks. The task cards imply
> you should
> remove this cap and twist this screw all over the place.
> Don't do that.
>
> Just experiment within the 8 clicks from stop to stop of that pin.
> There are a total of 30some clicks and beyond the 30 be dragons.
> The pin in the thin metal cover restricts that to 8 clicks (one
> revolution).
> Adjusting that will whack your idle flow so you need to change your
> idle
> flow afterwards.
> I found a click richer needed about a click leaner on idle as a good
> start.
> I use my runup 70% setting to gauge where my mid-range is and I wish
> I never
> touched it.
>
> The clicks can be vague. Sometimes it is hard to tell if you
> clicked or
> not.
> Easy to get lost.
>
> Best results... try a different Top end jet to get you more WOT fuel
> flow if
> you want cooling.
> Get a nice lean idle for clean running.
> Leave the mid-range alone unless you need a change.
>
> My engine has the acceleration stumble which contributes to my intense
> masculinity and will not be changed.
> Mostly because I don't have any of the Acceleration Jets here...?
>
> Tj
>
> BY THE WAY... I found a certain position of my gills that gives me the
> lowest CHT and it aint wide open!
>
>
> ---------------------------
> Thomas Johnson
> Airpower Insurance, LLC
> 36 West Ocotillo Road
> Phoenix, AZ 85013-1235
> Toll Free: 866-475-9199
> Tel: 602-628-2701
> Fax: 623-321-5843
> www.airpowerinsurance.com
> E: tomjohnson@cox.net
>
>
Message 11
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| Subject: | Re: AK-14 carburetor |
Good points George (as always). One additional point with regard to the
fuel flow transducer, the paddle wheel which is inside the fuel flow
transducer can also be easily damaged by rubber chips disintegrating
from the "flap" in hose. On the JPI FS-450, that's an over-$200
replacement part.
Dennis
----- Original Message -----
From: George Coy
To: yak-list@matronics.com
Sent: Tuesday, October 12, 2010 2:46 PM
Subject: RE: Yak-List: AK-14 carburetor
Just a word of caution about fuel flow sending units. We are aware
of two incidents and possibly an accident where U.S. hose was
substituted
for the Russian hose. In these cases the cause of the problem was
diagnosed
as a rubber "flap" that was cut on the inside diameter of the hose
during
installation of the Russian Banjo fitting. It is almost impossible to
inspect the hose for an internal flap at the Banjo fitting.
The Banjo fitting is the fitting at the top of the "black" fine
filter located on the firewall on the top right hand (sitting in the
cockpit) side of the firewall. This is the line from the fine filter
to the
carburetor. This is also the line where the fuel flow sensors are
usually
are installed.
The two incidents we are aware of had normal operation for run up
but severely reduced fuel flow at take off power settings. They were
very
difficult to diagnose as well.
The fuel flow sensors are usually a "Paddle Wheel" and are located
in the line to the carburetor. Any contamination in the line (rubber
chips
from a new hose etc) can jam the "paddle wheel" and cause reduced fuel
flow
as well.
George Coy
CAS Ltd.
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
http://coyafct.com/
SKYPE george.coy
Message 12
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Yep!
Dennis
----- Original Message -----
From: Eric Wobschall
To: yak-list@matronics.com
Sent: Tuesday, October 12, 2010 6:42 PM
Subject: Re: Yak-List: AK-14P carb
<eric@buffaloskyline.com>
WTF is WOT? Wide open throttle, right?
On Oct 12, 2010, at 10:45 AM, Tom Johnson wrote:
>
> I have made numerous adjustments to my M14 carb jets and settings by
> reference to the Carb manual Task Cards and my Fuel Flow Indicator
> (JPI-450). Without a Fuel Flow indicator you are guessing (they are
> $300 to
> $500 installed and U need one).
>
> GENERALLY: in my experience:
> Main-Suction-Air-Compensating jet changes WOT fuel flow only for the
> most
> part.
> Compensating screw at back of carb adjust mid-range and messes up
> idle.
> Idle screw on co-pilots side changes idle only.
>
> I like my idle lean and target about 2.3 to 3.5 gph in the range of
> 25% to
> 40%.
>
> My engine is modified and I live in Arizona so I wanted more WOT
> fuel flow.
> I removed the Main-Suction-Air-Compensating jet which sits behind
the
> diaphragm.
> As delivered it was a 1.9mm jet which is at the lean end.
>
> I experimented with several smaller (richer) jets and now have a
> 1.6mm jet.
> This yields me 42-44 gph at WOT takeoff 100+% RPM at Sea Level.
>
> I also made some turns to the mid-range clicker which sits directly
> at the
> back of the carb. It is a slotted screw with a bunch of holes
> around it and
> a thin metal cap. That thin metal cap has a pin which sits in one
> of the
> holes and limits the mid-range to 8 clicks. The task cards imply
> you should
> remove this cap and twist this screw all over the place.
> Don't do that.
>
> Just experiment within the 8 clicks from stop to stop of that pin.
> There are a total of 30some clicks and beyond the 30 be dragons.
> The pin in the thin metal cover restricts that to 8 clicks (one
> revolution).
> Adjusting that will whack your idle flow so you need to change your
> idle
> flow afterwards.
> I found a click richer needed about a click leaner on idle as a good
> start.
> I use my runup 70% setting to gauge where my mid-range is and I wish
> I never
> touched it.
>
> The clicks can be vague. Sometimes it is hard to tell if you
> clicked or
> not.
> Easy to get lost.
>
> Best results... try a different Top end jet to get you more WOT fuel
> flow if
> you want cooling.
> Get a nice lean idle for clean running.
> Leave the mid-range alone unless you need a change.
>
> My engine has the acceleration stumble which contributes to my
intense
> masculinity and will not be changed.
> Mostly because I don't have any of the Acceleration Jets here...?
>
> Tj
>
> BY THE WAY... I found a certain position of my gills that gives me
the
> lowest CHT and it aint wide open!
>
>
> ---------------------------
> Thomas Johnson
> Airpower Insurance, LLC
> 36 West Ocotillo Road
> Phoenix, AZ 85013-1235
> Toll Free: 866-475-9199
> Tel: 602-628-2701
> Fax: 623-321-5843
> www.airpowerinsurance.com
> E: tomjohnson@cox.net
>
>
>
>
>
Message 13
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| Subject: | Re: Engine Failure in a Yak-50 |
thanks for sharing this!
Nice job!!!
--------
Keith McKinley
700HS
KFIT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=315497#315497
Message 14
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| Subject: | AK-14 carburetor |
Thanks for saving my ass George. Borescope from work will be used on this one!
Mark
________________________________
From: owner-yak-list-server@matronics.com on behalf of George Coy
Sent: Tue 10/12/2010 3:46 PM
Subject: RE: Yak-List: AK-14 carburetor
Just a word of caution about fuel flow sending units. We are aware
of two incidents and possibly an accident where U.S. hose was substituted
for the Russian hose. In these cases the cause of the problem was diagnosed
as a rubber "flap" that was cut on the inside diameter of the hose during
installation of the Russian Banjo fitting. It is almost impossible to
inspect the hose for an internal flap at the Banjo fitting.
The Banjo fitting is the fitting at the top of the "black" fine
filter located on the firewall on the top right hand (sitting in the
cockpit) side of the firewall. This is the line from the fine filter to the
carburetor. This is also the line where the fuel flow sensors are usually
are installed.
The two incidents we are aware of had normal operation for run up
but severely reduced fuel flow at take off power settings. They were very
difficult to diagnose as well.
The fuel flow sensors are usually a "Paddle Wheel" and are located
in the line to the carburetor. Any contamination in the line (rubber chips
from a new hose etc) can jam the "paddle wheel" and cause reduced fuel flow
as well.
George Coy
CAS Ltd.
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
http://coyafct.com/
SKYPE george.coy
Message 15
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| Subject: | Re: AK-14 carburetor |
I also had a hose flapper from American hose in the RU fittings. Devil
of a time figuring out what my surging was about. Turned out to be a
rubber clump approximately the size of your head. Amazing it ran like
that.
On Oct 12, 2010, at 9:04 PM, Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
> Thanks for saving my ass George. Borescope from work will be used
> on this one!
>
> Mark
>
>
> ________________________________
>
> From: owner-yak-list-server@matronics.com on behalf of George Coy
> Sent: Tue 10/12/2010 3:46 PM
> To: yak-list@matronics.com
> Subject: RE: Yak-List: AK-14 carburetor
>
>
>
> Just a word of caution about fuel flow sending units. We are
> aware
> of two incidents and possibly an accident where U.S. hose was
> substituted
> for the Russian hose. In these cases the cause of the problem was
> diagnosed
> as a rubber "flap" that was cut on the inside diameter of the hose
> during
> installation of the Russian Banjo fitting. It is almost impossible to
> inspect the hose for an internal flap at the Banjo fitting.
> The Banjo fitting is the fitting at the top of the "black" fine
> filter located on the firewall on the top right hand (sitting in the
> cockpit) side of the firewall. This is the line from the fine filter
> to the
> carburetor. This is also the line where the fuel flow sensors are
> usually
> are installed.
> The two incidents we are aware of had normal operation for
> run up
> but severely reduced fuel flow at take off power settings. They were
> very
> difficult to diagnose as well.
> The fuel flow sensors are usually a "Paddle Wheel" and are
> located
> in the line to the carburetor. Any contamination in the line (rubber
> chips
> from a new hose etc) can jam the "paddle wheel" and cause reduced
> fuel flow
> as well.
>
>
> George Coy
> CAS Ltd.
> 714 Airport Rd.
> Swanton VT 05488
> 802-868-5633 off
> 802-363-5782 cell
> george.coy@gmail.com
> http://coyafct.com/
> SKYPE george.coy
>
>
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| Subject: | AK-14 carburetor |
Been there. Done that. Got the T shirt. Dead stick the 50 back onto runway
after engine quit at 50 ft on T.O. Flapper fragments in the fine finger
screen from the "NEW" RU fuel line after IRAN in RU before shipping her
over. The only hint was a sudden hesitation at 70% run up one time. There
were fragments of the inner fuel lining in the finger screen in the carb. At
high flow the flapper fragments would block the fuel flow into the carb.
Doc
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of George Coy
Sent: Tuesday, October 12, 2010 2:46 PM
Subject: RE: Yak-List: AK-14 carburetor
Just a word of caution about fuel flow sending units. We are aware
of two incidents and possibly an accident where U.S. hose was substituted
for the Russian hose. In these cases the cause of the problem was diagnosed
as a rubber "flap" that was cut on the inside diameter of the hose during
installation of the Russian Banjo fitting. It is almost impossible to
inspect the hose for an internal flap at the Banjo fitting.
The Banjo fitting is the fitting at the top of the "black" fine
filter located on the firewall on the top right hand (sitting in the
cockpit) side of the firewall. This is the line from the fine filter to the
carburetor. This is also the line where the fuel flow sensors are usually
are installed.
The two incidents we are aware of had normal operation for run up
but severely reduced fuel flow at take off power settings. They were very
difficult to diagnose as well.
The fuel flow sensors are usually a "Paddle Wheel" and are located
in the line to the carburetor. Any contamination in the line (rubber chips
from a new hose etc) can jam the "paddle wheel" and cause reduced fuel flow
as well.
George Coy
CAS Ltd.
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
http://coyafct.com/
SKYPE george.coy
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