REFLECTOR: SERG Fuel Lines

[Kevin Baker]

Thank you sooo much.
Greatly appreciate it.
The res on those pics are fine.

Kevin

On 6/4/2011 12:10 PM, Tom Falls wrote:
>
> Kevin,
>
> Pics of the tank fuel strainer in the sump (about ½" deep) are 
> attached and also show the capacitance probe. The probe is mounted 
> directly above the strainer but bent and cut so that the tip is level 
> with the top of the sump (top surface of the lower strake). The tip of 
> the probe ends up with ½" clearance all the way around, including 
> between it and the strainer.  About 3-1/2" aft of the center of the 
> probe is the threaded hard point for the vent line. I just put the 
>  strainer and probe in finger tight so you could see how everything 
> fits together. I can send higher res pictures directly to you if you need.
>
> Tom
>
> *From:*Kevin Baker [mailto:flykb at verizon.net]
> *Sent:* Friday, June 03, 2011 10:48 PM
> *To:* Velocity Aircraft Owners and Builders list
> *Cc:* Tom Falls
> *Subject:* Re: REFLECTOR: SERG Fuel Lines
>
> Thanks Tom,
> could you  provide some pics also?
> Thanks
> Kevin
>
> On 6/3/2011 9:20 PM, Tom Falls wrote:
>
> FYI for those that have not built their strakes: I just completed 
> sealing the interior of my right strake (top still needs to be 
> installed), I did a test to determine "unusable fuel" in the strake 
> with the airplane leveled in all directions. Note; I took Scott Swings 
> advice and DID NOT install a fuel pick-up in the space aft of the gear 
> leg (and just forward of the center spar). Hence the reason for my 
> test. Per his suggestion, I did create a sump pit about 3" x 3" 
> forward of the gear leg but aft of the baggage compartment for the 
> single finger-strainer/ fuel pick-up point. I found that the area 
> behind the leg/wheel well would hold less than 1 quart (< 1/4 gallon) 
> before the fuel (water in my test) would flow around forward of the 
> wheel well and then inward toward the sump/fuel pick-up point. This 
> modification from the plans is a simpler install and, as tested, has 
> minimal impact on usable fuel. Thought I'd pass this on so others 
> could benefit from this modification and understand the tested and 
> verified trade-off.
>
> Also, I did a test of the capacity of my sump tank. It's still in its 
> raw state (as delivered from the factory), but I filled it full of 
> water while supporting it with the aft side up and level ( like a 
> brownie pan). It held exactly 2 gallons. If (a big if in this case) we 
> could get the low fuel sender at the very top of the sump tank, we'd 
> have only 15 minutes of run time at 8 GPH (reasonable for a IO-360). 
> Considering the low fuel sender will not be at the very top of the 
> sump, and if it's susceptible to false alarms as I've read many do 
> have an issue with, then the low fuel warning to the pilot once 
> acknowledged to be real, leaves scant little time to find a suitable 
> landing site and get it on the ground. What are the options/solutions 
> to getting (or ensuring) a reasonable amount of low fuel warning?
>
> Thanks,
>
> Tom
>
>   
>   
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