REFLECTOR: SERG Fuel Lines

[Tom Falls]

Ron,

 

I used #FP1212V3 from Aircraft Spruce. They’re made by Centroid. I believe
it’s the same probe you’d get from the Velocity factory.

 

Bending should not affect the reading. As I understand it the bend must be
confined to the top 3”.  Email Joel at help at centroidproducts.com. He was
very helpful when I had questions.

 

Tom

 

From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Ron Stacey 
Sent: Tuesday, August 30, 2011 2:56 PM
To: 'Velocity Aircraft Owners and Builders list'
Subject: Re: REFLECTOR: SERG Fuel Lines

 

Tom,

 

What capacitance system are  you using? Does bending it affect the reading? 

 

Thanks,

Ron Stacey

 

From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Tom Falls
Sent: Saturday, June 04, 2011 12:11 PM
To: 'Velocity Aircraft Owners and Builders list'
Subject: Re: REFLECTOR: SERG Fuel Lines

 

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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