Jump to content

cscotthendry

Members
  • Content Count

    1,948
  • Joined

  • Last visited

  • Days Won

    20

About cscotthendry

  • Rank
    Well-known member
  • Birthday 14/07/1951

Information

  • Aircraft
    Aeropilot Legend 600
  • Location
    Brisbane
  • Country
    Australia

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Do you have to ring for PP before landing there? I would like to try that out sometime.
  2. A bit of a mixed bag with this one. Yesterday we went to the Gatton Mothers day “brekky”. The flight from Heck field to Gatton and back was a dream. Smooth as silk even at low levels. The “brekky” was another matter entirely. Officially, it started at 7:00 am. We arrived just after 8:00 and they had run out of food already! There was still a queue waiting for food, and, starving, I joined it hoping for a nice hot brekky. After 30 minutes it became apparent the line wasn't moving at all. There were people “cooking” but no one was walking away with meals. After another 20 minutes in line, I
  3. Yep I did! Thanks for reminding me.
  4. At one stage he was flying directly over the tracks with wires either side of him. Not clever at all IMO
  5. Went to the Watts for breakfast flyin last week. The weather cooperated and there was a really good turnout with some nice formation flying from the Yak crew.
  6. My instructor always told me to “fly in the middle of the air. It's dangerous around the edges” He also used to say that he didn't do low flying because he had a back problem. That usually prompted the question “What's wrong with your back?” To which he would reply “I have a yellow stripe down it”
  7. If the fuel pressure gets too high it could conceivably overpower the float valves. I'm guessing thought that, that kind of pressure would manifest itself in a number of forms. One of those would be flooding the engine with attendant bad running. Another might be fuel running out of the carby vent tubes. Did you have any of that when you had the proper size restrictor? As Thruster said, with the Rotax fuel pump, it will determine the fuel pressure based on its internal mechanisms. You can safely assume that unless the pump is faulty, the pressure would be within safe values. More likely f
  8. Good stuff. I still think your return quantities bears investigating. From the figures you quoted, it sounds like more fuel is bypassing the carbies than they're consuming and that doesn't sound like it should to me. I'd check that the restricter is there, that it is the correct size, and is in the correct path. BTW, the local Rotax dealers suggest a carby jet insert as the restricter. From memory, it is an M5 thread and will fit nicely in the end of a brass T that has been threaded with an M5 tap. Rotax sell a cross connector with the built in restricter, but it's very expensive!
  9. I just reread the fc10 manual. It seems like adding a second sensor should be pretty easy. The cube has 3 wires, 2 are for powering the sensor and the other wire is the signal back to the FC10. The second cube gets its power from the same connections that power the first cube ie, their power connections are paralleled. Then the signal wire for the second cube connects to pin 8 of the FC 10. But now you have two k factors to adjust. One for the supply sensor and one for the return sensor. The K factor is like a “slippage” or fudge factor for the sensor. Since you say you get accura
  10. I see you listed your location as SE Qld. I'm guessing Caboolture/

    Also, I see you listed your aircraft as a Spitfire. Is that a scale spitty with the Rotax engine or is the Rotax in a different aircraft?

    Before you throw 1,300 bucks at that new gauge (if you haven't already) would you mind if I had a look and see what turns up?

    BTW, I'm based at Jacobs Well.

  11. Holy crap! $1,300 worth? And what if that doesn't solve your problem?
  12. My Legend has a weird system. It's not like Rotax specify, but it works. Essentially, I don't have a return back to the tank. What is there is a return (fed from a restricted tap off the feed to the carbies) that feeds back upstream of the boost pump. The upstream line feeds from the fuel selector valve, essentially connected back to the tank in that fashion. Like I said, it's unconventional, but in 5 years of flying, I've never had a vapor lock and my fuel flow sensor is upstream of all that so I can measure the fuel flow with one sensor and get pretty accurate consumption figures.
  13. Another factor might be the location of your sensor. If it's in a high vibration situation like mounted on the engine that might affect the accuracy. From the numbers you quote it sounds like you're getting 33lph fed back thru the return line. That doesn't seem like what it should be. It should only be a trickle. Do you have an 912iS engine?
  14. The limitations of the “see and avoid” bring to mind those who steadfastly refuse to have a radio in their aircraft, yet insist on flying into high traffic situations like the drifter pilot who flew into the middle of the mustang's demonstration flight at Evans Head a few years ago. Also, I've seen too many comments along the lines of “I don't want no stinkin' radio in my plane” in the forums here.
×
×
  • Create New...