X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 02 Sep 2008 23:05:00 -0400 Message-ID: X-Original-Return-Path: Received: from smtp117.sbc.mail.sp1.yahoo.com ([69.147.64.90] verified) by logan.com (CommuniGate Pro SMTP 5.2.6) with SMTP id 3102556 for lml@lancaironline.net; Sun, 31 Aug 2008 16:05:24 -0400 Received: (qmail 24438 invoked from network); 31 Aug 2008 20:05:23 -0000 Received: from unknown (HELO paulrzm5oth3zt) (pbricker@att.net@76.206.248.200 with login) by smtp117.sbc.mail.sp1.yahoo.com with SMTP; 31 Aug 2008 20:05:23 -0000 X-YMail-OSG: CRhtI74VM1kMlSZGbC4NgOt0wb5xDGGNhpu0WmpnC3O3iLyXVCu8BevG28FE.9DLaP8DCutyXnUhzktcmJgAgXEFzzBoep1GF4.g.3li0v05O2EizY1EO1D7DHi95MI- X-Yahoo-Newman-Property: ymail-3 From: "Paul Bricker" X-Original-To: "'Lancair Mailing List'" References: Subject: RE: [LML] GRT EIS questions X-Original-Date: Sun, 31 Aug 2008 13:05:22 -0700 X-Original-Message-ID: <002a01c90ba4$e70709b0$4201a8c0@paulrzm5oth3zt> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_002B_01C90B6A.3AA831B0" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AckLX6exUqog63agSAu+xWZ6vW0V4AAQkUog In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 This is a multi-part message in MIME format. ------=_NextPart_000_002B_01C90B6A.3AA831B0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Bryan, I have a ES with a Continential IO-550, which has a significantly different fuel injection system from the Lycoming, but I think the information can be helpful. Initially I planned on putting the fuel flow sensor in the supply line to the engine driven fuel pump, with a second sensor in the return line to the fuel selector (Cont supply more fuel then needed and send the excess back to the tanks). This required a mod to the GRT EIS to accept return fuel flow and subtract it from the forward flow. Then I changed my plan and put the fuel flow sensor between the engine driven fuel pump and the throttle metering unit (after the fuel return line ), with the return sensor disconnected. This seems to work and my fuel totalizer in the Chelton agrees with the amount of fuel when I fill the tanks. I routed my battery mains from the rear of the plane(for W&B purposes) along the left side, and mounted my current sensor on a firewall gussett on the cabin side of the firewall. My sensor is between the bus and the battery so my meters display both charge and discharge from the batteries. My Oil pressor sensor is mounted on the engine side of the firewall, with a three foot length on high pressure hose in firesleeve connecting it to the engine. The trickiest thing about the is connecting the ground wire to the pressure sensor as the sensors assume being mounted to the engine block and have only one terminal. The cleanest approach I've seen is to machine a small block of alum with a passage through it with threads as required to screw the sensor in on one side and an AN816 NPT to flared to NPT on the other side. Two through holes for mounting with AN3 bolts, and a threaded hole for a #10 machine screw for the ground connection finish the job. I'm sure there are many other options. Paul Bricker _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Bryan Wullner Sent: Sunday, August 31, 2008 4:50 AM To: lml@lancaironline.net Subject: [LML] GRT EIS questions Anyone using the Grand Rapids EIS with Fuel flow option please respond. Where did you install the Fuel flow sensor? Also where is a good spot for the Hall Current sensor and Oil pressure sender for lycoming. Thanks Bryan ------=_NextPart_000_002B_01C90B6A.3AA831B0 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Bryan,

I have a ES with a Continential = IO-550, which has a significantly different fuel injection system from the = Lycoming, but I think the information can be helpful. =

Initially I planned on putting the = fuel flow sensor in the supply line to the engine driven fuel pump, with a = second sensor in the return line to the fuel selector (Cont supply more fuel = then needed and send the excess back to the tanks). This required a mod to = the GRT EIS to accept return fuel flow and subtract it from the forward flow. = Then I changed my plan and put the fuel flow sensor between the engine driven fuel pump = and the throttle metering unit (after the fuel return line ), with the = return sensor disconnected. This seems to work and my fuel totalizer in the = Chelton agrees with the amount of fuel when I fill the = tanks.

I routed my battery mains from the = rear of the plane(for W&B purposes) along the left side, and mounted my = current sensor on a firewall gussett on the cabin side of the firewall. My = sensor is between the bus and the battery so my meters display both charge and = discharge from the batteries.

My Oil pressor sensor is mounted on = the engine side of the firewall, with a three foot length on high pressure hose in firesleeve connecting it to the engine. The trickiest thing about the is = connecting the ground wire to the pressure sensor as the sensors assume being = mounted to the engine block and have only one terminal. The cleanest approach = I’ve seen is to machine a small block of alum with a passage through it with = threads as required to screw the sensor in on one side and an AN816 NPT to flared = to NPT on the other side. Two through holes for mounting with AN3 bolts, and a threaded hole for a #10 machine screw for the ground connection finish = the job.

I’m sure there are many other options.

Paul = Bricker

From: = Lancair Mailing List = [mailto:lml@lancaironline.net] On Behalf Of Bryan Wullner
Sent: Sunday, August 31, = 2008 4:50 AM
To: = lml@lancaironline.net
Subject: [LML] GRT EIS = questions

Anyone using the Grand Rapids EIS with Fuel flow option please respond. Where did you install the Fuel flow sensor? = Also where is a good spot for the Hall Current sensor and Oil pressure sender = for lycoming.

Thanks
Bryan

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