skippydiesel

Why? I answer someone's question/comments & you are "Sad" for me. Dont be, I enjoy a good debate, particularity when I am trying to help my community (even when they dont "give a fig" )😈

Dear oh dear! do your research - First - The fuel filter topic has been exhaustively debated, elsewhere on this Forum - this "thread" is about intermittent fuel pressure drop & what may be the cause. The Hengst H 102 WK / H 103 WK (& similar Baldwin ) filters, I have recommended, do not have pleated paper type filter medium - they are ALL gauze/mesh and are used by a number of factory supplied aircraft. A very quick read of the article you have referenced, makes a few good points (mostly "motherhood type) but also has factual errors eg Stating that a "Paper" has necessarily a lower flow rate and captures final particles, than a gauze & visa versa, is plain BS. The gauze filters I have recommended, are not the cheapest, or the smallest, have all been available for many years, used in many applications (stood the test of time) however I do agree finding specifications can be difficult to find. Try writing to the manufacturer.😈

Why 'Sad" Deano?

I know exactly what you are saying - read my long winded explanation again.😈

Blueadventures, As a repair in a can proponent, would you mind addressing the perceived negatives. How often have you used this sort of product onan aircraft tyre?😈

The issues, as I see them, are; THE NEGATIVES ASIC achieves nothing - it does not enhance safety/security one jot. Its cost (to you), while relativly minor in the aviation context, is you purchasing a none product - you may as well burn the dollars (would you do that?) . For the most part you will not be asked for your ASIC, no one will see it. It's a bit of fancy plastic with your photo on (bling) , I guess if it make some people feel like a real pilot - then it has achieved something. The applicant is supposed to be subject to an in depth security check. From the number of failures (crims bringing drugs in) this has not achieved nothing, other than to open a security file on the innocent. It has been and is costly for the tax/ratepayer - security fencing & gates had to be installed and now maintained - all for nothing. ASIC is used to limit access to the "airside" of an airport to people who have passed a security process (certified as non threatening) - what's to stop the bad people from conducting a terrorist act from outside the airports security fence? - nothing. As a PIC of an aircraft, you have the right to navigate where you choose (within the airspace limits) land at any public airport - this right has been diminished for no practical purpose/gain. The only thing that the imposition of ASIC on private pilots wishing to access certain rural airports has achieved has been to reduce visitation, make fuel management a little more difficult and ready access to town services problematic - all for no gain. I see the requirement to hold an ASIC much like being forced to have ID documents , as in a totalitarian regime. Most of us will already carry multiple de facto ID documents - various licenses, medical & credit cards, etc - how does ASIC add value to this? As private pilots, why have we, as part of the general population, been singled out for this discriminatory treatment?- Cars are more likly to be used in a terrorist act. Motorbikes are favoured by certain criminal groups, etc etc - do they have to carry a fancy card suggesting they are right & proper people to use a public space? THE POSITIVE In the unlikly event that you are required to show your ASIC, it will prevent you being penalised - about $5,000 The ID examples you have given, all archive a meaningful goal; Licenses show you meet certain criteria to carry out an activity (eg driving). Rego (in NSW) indicates your vehicle was at the time of inspection, "road worthy" and contributes to road infrastructure development/maintenance. Club membership also indicates your conformaty to certain interests/values and contributes to club operating costs, usually confers some privileges on the holder.😈

Naa! In the unlikly event of the (Facet) Boost pump outlet valve failing open, the Mechanical will continue to draw fuel, through the pump, without impediment. Same goes for the inlet. Should the Boost pump somehow fail closed - As recommended by Rotax, I have fitted a bypass system that will allow the Mechanical pump to continue to supply fuel. Should the Mechanical outlet/inlet valves fail open, fuel pressure will drop - Boost pump will restore supply Should either of the Mechanical valves fail closed - complete interruption of fuel supply - deeeep poo!😈

I'm with you Deano747 - I have my iPad for Navigation (along with other systems) but use modified iPad knee holder, fitted with paper pad and pencil, on a string, for note taking - works for me.😈

Bit extreme Thruster. I designed & installed my three tank fuel reticulation system. Along with engine supply, it has redundancy (tank switching) and transfer. From memory, it would take me a few goes to get it all down correctly.😈

There was a conversation/thread on this, just a little while back. From imperfect memory the respondents fell into three camps; Carry a spare inner tube And or tube repair kit Various goo supporters The first two are self explanatory. The third: Some opinion that goo's of various types, including the pressurised (inflating) delivery, are not suitable for tubed tyres. For the most part direct the user to drive for ?? kilometers at significant (?) speed - presumably to distribute the product & through tyre heating, cure it. Not so easy in an aircraft. May cause a severe imbalance - Could be dangerous, would certainly be alarming. May get you off the ground, only to arrive & land with a flat tyre - not a "good look" at all. I am a supporter of 1 & 2 Carry a spare tube & tyre repair kit. However I recently experienced multiple small holes ,in one of my Ranger tubeless tyres, and for the first time used a pressurised goo type sealer - worked a treat. Did have to pump up to to correct pressure and complied with driving instructions, by doing a 20 kilometre round trip at 100 kph - not so skeptical now Possibly your best preparation/defence against punctures, is to have your tyres inflated to their highest recommended pressure, to reduce side wall bellow/flex. The side walls are the thinnest part of the tyre carcass and most prone to damage. Low pressure allows the side walls to flex out more than normal, making them more vulnerable to penetration. 😈

All gone😈

Acquired & fitted😈

Hi CT900, One of the many benefits in flying a composite aircraft is, as you attest, an inherently quiet cockpit. In my last aircraft, an ATEC Zephyr , it was perfectly possible to hold a conversation with my passenger, without yelling. Headset, mostly for external communication and also helped with noise fatigue minimisation on a long trip - never needed noise cancelling. My Sonex on the other hand, certainly benefits from noise canceling.😈

I am a relative newcomer to noise canceling headsets - current set DC H 10's, inherited with last aircraft that did not need the ANC capability, so rarely used. New aircraft, much noisier cockpit, so used all the time. The DC's went on the blink, Sydney repairs shop took months to get the parts and two goes at getting it right. Peltor (now 3m) used to make the most comfortable, effective, passive, noise reduction headsets - sadly do not seem to be still in production - I have one.😈

YWBN - This coming weekend. Chance to check out a community dedicated to private aviation of all sorts.😈

Rotax Owners Forum - suggestion it may be due to fuel vaporisation ?😈

Thanks Thruster - The difference in indication between your RV & my Sonex is - Boost pump on, fuel flow reduces/goes down. The opposite of your indication.😈

I am a big believer in having dedicated earth (-) return lines on all 12V systems. I think I should revisit the earth return buss and make sure all connections are clean & tight. The Sonex is almost all metal - earth return lines installed and connected to airframe. I confess I did not do this for the wing tank level sensors - something to fix in the future,😈

There were quite few examples that I am sure would have excited the knowledgeable. I think its an annual event - some attendees were comparing today's excellent weather with previous years more "challenging" systems😈

I agree with your logic but unfortunately not with its application. Fuel flow data is from two Red Cubes (fuel flow sensors). One on the main delivery line between mechanical pump & carburettors and one on the return to tank line. The return line Cube data is subtracted from the main line Cubes data to give fuel used/fuel remain information to the pilot. There is also a fuel flow readout, that helps in engine power setting. Fuel pressure is registered by a sensor, located at the end of dedicated line, coming of the fuel distributor. The distributer, takes fuel from the pump, delivers fuel to each carburettor, the tank return and the deadened (no flow) pressure sensor line. The return line has a fixed restrictor jet. As far as I can see there is no opportunity for an increased flow, other than opening the carburettor throttles (higher consumption).😈

Yes! I think they must breed them at Holbrook - to be honest I would not know one from another.😈

Almost certainly false readings - but how & why? Yes its the Dynon Skyview ADAHRS (Air Data/Attitude/Heading Reference System) system that has been playing up. The fuel pressure is part of the EMS (Engine Management System). Mind you both systems are "read"/displayed by the SE SV/D600 screen.😈

Sonex aircraft, Rotax 912 ULS, plumed fairly conventionally. Rotax mechanical diaphragm pump 150 hrs. Facet Boost pump with bypass circuit (includes non return valve) This might test out the brains trust. Usually in Cruise, sometimes on Descent I get a low fuel pressure warning. On occasion, indication as low as 1.5 psi. No change in engine note/performance. Sometimes it corrects itself over a few minutes , other times I switch on the Boost pump for immediate fix. Note: I have already mounted the fuel sensor as high as I can within the engine bay, removed the silicon seal to facilitate changes in atmospheric pressure and drained the fuel pressure line. On the way home from Holbrook, the low fuel pressure warning sounded and pressure dropped to 1.5 psi, well below the Rotax 912 ULS minimum of 2 psi and the usually 4-5 psi. I then noticed, the Fuel Flow had risen from 15 L/hr to 25 L/hr. At this point I switched on my fuel Boost pump - immediate rise to 5 psi AND the Fuel Flow dropped back to 15L/hr - switched off the pump and pressure/flow remained where expected. The same scenario happened again a little later. To me drop in pressure combined with a rise in flow is counterintuitive. This may happen with a garden hose but not a closed fuel system. What might the Brains Trust think is happening.

Sorry I don't follow -When would I have lower voltage? Just back from Holbrook Fly-In - with the exception of an odd random fuel pressure drop, on the way home, Dynon/aircraft worked flawlessly😈

Great day at Holbrook. Fantastic flying weather. The members & Committee have a wonderful set up, everything neat & well maintained. Met a Forum member or two. One with a stunning yellow Sonex. Not a big show but what was there was quality all the way - very nice range of aircraft eg Mooney, Pipistrel Virus SW tail dragger, RV's well represented by a lovely 3 & I think a 7, Some Jabs, 2 Sonex & a Onex, 2 Cirris (one from OzRunways), etc etc😈