Today's Message Index:
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1. 05:31 AM - Re: Fuel Levels (ashontz)
2. 06:19 AM - Re: Re: Fuel Levels (MacDonald Doug)
3. 05:03 PM - Re: part of the 701 wiring question - 912 master warning (txpilot)
4. 07:21 PM - Jab 2200 vs 3300 (Tim Juhl)
Message 1
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I've never seen the sender in my '85 Nissan, but I'm guessing it's capacitance
due to the fact that my 91 suburban obviously has a float because the needle jumps
around all over the place when I make a turn and the fuel sloshes around.
The pickup truck doesn't do that, it takes it's good old time coming up to level
after I fill it up at the gas station. It acts like it's a capacitance type
sender.
Interesting concept though that an ethanol blend would change the characteristics
of the sender signal. Good argument for a float type sender.
SafeAirOne wrote:
>
> ashontz wrote:
> > This would explain why I ran out of gas, for the first time in 13 years, in
my pickup truck a few months ago. The gauge works and was reading a little less
than 1/4 tank.
>
>
> You have a capacitance fuel sender in your pickup? Most are simple float-types...
>
> -Mark
--------
Andy Shontz
do not archive
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=185505#185505
Message 2
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Andy, it has been my exprience that automotive senders
are almost exclusivly float type senders. I belive
the lag time in the fuel readings is a function of lag
built into the gauge. My reasoning is that the
circuitry for the capacitance type sender would be
more complicated and therefor more expensive with
little added benifit. Automotive companies would not
spend the additional amount on something that is not
obvious.
Of course with an import vehicle, anything is
possible.
Doug MacDonald
CH-701 Scratch Builder
NW Ontario, Canada
Do not archive
--- ashontz <ashontz@nbme.org> wrote:
> <ashontz@nbme.org>
>
> I've never seen the sender in my '85 Nissan, but I'm
> guessing it's capacitance due to the fact that my 91
> suburban obviously has a float because the needle
> jumps around all over the place when I make a turn
> and the fuel sloshes around. The pickup truck
> doesn't do that, it takes it's good old time coming
> up to level after I fill it up at the gas station.
> It acts like it's a capacitance type sender.
>
> Interesting concept though that an ethanol blend
> would change the characteristics of the sender
> signal. Good argument for a float type sender.
>
>
Message 3
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| Subject: | Re: part of the 701 wiring question - 912 master warning |
> So how do you turn the master off in an emergency without damaging the rectifier?
Sounds like a safety issue to me in that someone who may in fact need to
turn the master off for safety reasons would be less inclined to, thinking they're
going to have an expensive fix on their hands and instead winds up with a
cockpit fire.
>
If it's that big a concern, purchase a Cessna-like master switch that prevents
switching off the battery and leaving the alternator on-line.
http://www.aircraftspruce.com/catalog/elpages/cessnasplit.php
You can wire a relay to the alternator side of the switch that would take the alternator
off-line when the relay is de-energized. See Bob Nuckoll's diagram
Z-16 on how to do this:
http://www.aeroelectric.com/articles/Rev11/AppZ_R11M.pdf
Problem solved.
Dan Ginty
N787DG
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Message 4
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| Subject: | Jab 2200 vs 3300 |
I and a friend are at Jabiru USA taking the engine class this weekend. He ordered
a 3300 which he is yet to take delivery on. There has been some discussion
as to whether the 3300 is too powerful for the airframe and that a 2200 might
be a much better fit. I'm building a 601 so I hope some of you 701 pilots can
share your experiences and advice.
Tim Juhl
--------
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on fuselage
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