X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 20 Dec 2010 08:52:37 -0500 Message-ID: X-Original-Return-Path: Received: from imr-da03.mx.aol.com ([205.188.105.145] verified) by logan.com (CommuniGate Pro SMTP 5.3.11) with ESMTP id 4647416 for lml@lancaironline.net; Sun, 19 Dec 2010 19:15:55 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.145; envelope-from=Sky2high@aol.com Received: from imo-ma01.mx.aol.com (imo-ma01.mx.aol.com [64.12.78.136]) by imr-da03.mx.aol.com (8.14.1/8.14.1) with ESMTP id oBK0F5YL023864 for ; Sun, 19 Dec 2010 19:15:05 -0500 Received: from Sky2high@aol.com by imo-ma01.mx.aol.com (mail_out_v42.9.) id q.fcb.8ff8019 (43887) for ; Sun, 19 Dec 2010 19:15:00 -0500 (EST) Received: from magic-m16.mail.aol.com (magic-m16.mail.aol.com [172.21.188.208]) by cia-dc04.mx.aol.com (v129.7) with ESMTP id MAILCIADC048-ab6f4d0ea001274; Sun, 19 Dec 2010 19:14:57 -0500 From: Sky2high@aol.com X-Original-Message-ID: <56963.309351ad.3a3ffa01@aol.com> X-Original-Date: Sun, 19 Dec 2010 19:14:57 EST Subject: Re: [LML] Revised Fuel Probe Calibration Map (after Six Years) X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="part1_56963.309351ad.3a3ffa01_boundary" X-Mailer: AOL 9.5 sub 5400 X-AOL-IP: 24.15.17.119 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com --part1_56963.309351ad.3a3ffa01_boundary Content-Type: multipart/related; boundary="part1_56963.309351ad.3a3ffa01_rel_boundary" --part1_56963.309351ad.3a3ffa01_rel_boundary Content-Type: multipart/alternative; boundary="56963.309351ad_alt_bound" --56963.309351ad_alt_bound Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Jeff, I have had the EPI 800 system (pre VM1000) with the fuel computer per VMS. There has been no degradation in fuel tank level readings since 1996. Scott Krueger In a message dated 12/19/2010 6:09:57 P.M. Central Standard Time, liegner@embarqmail.com writes: Lancair ListServ, FWIW: In my Lancair IVP, I have VMS fuel capacitance probes (AC output) which interface with Pricnceton Electronics Interface units (AC in, DC out) which communicates with my Chelton's EAU (originally made by GRT). I recently re-calibrated my fuel probes output through the Princeton interface unit, as I wondered about calibration drift after six+ years. Each tank holds 55 gallons, and the step-reading system is based on 10% increments. As you can see, the output reading has changed over time, resulting in a display error in fuel volume in the tank. This explains the calculated Totalizer mismatch (and WARNING message) with the probe's Fuel Quantity reading, as occassionally seen on long flights. An example is when there was actually 44 gallons in the tank (ex, after using 11 gallons per fuel flow sensor), the older fuel map told me there was 38.5 gallons...you can understand the Totalizer error created by this. I simply post this in case others find it relevant or interesting. Jeff L in New Jersey LIVP --56963.309351ad_alt_bound Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable <= FONT id=3Drole_document color=3D#000000 size=3D2 face=3DArial>

Jeff,

I have had the EPI 800 system (pre VM1000) with the fuel computer per= =20 VMS. There has been no degradation in fuel tank level readings= since=20 1996.

Scott Krueger

In a message dated 12/19/2010 6:09:57 P.M. Central Standard Time,=20 liegner@embarqmail.com writes:

Lancair ListServ,

FWIW: In my Lancair IVP, I have VMS fuel capacitance probes= (AC=20 output) which interface with Pricnceton Electronics Interface units (AC= in, DC=20 out) which communicates with my Chelton's EAU (originally made by GRT).<= /DIV>

I recently re-calibrated my fuel probes output through the Princeto= n=20 interface unit, as I wondered about calibration drift after six+ years.&= nbsp;=20 Each tank holds 55 gallons, and the step-reading system is based on 10%= =20 increments.

As you can see, the output reading has changed over time, resulting= in a=20 display error in fuel volume in the tank. This explains the calcul= ated=20 Totalizer mismatch (and WARNING message) with the probe's Fuel Quantity= =20 reading, as occassionally seen on long flights. An example is when= there=20 was actually 44 gallons in the tank (ex, after using 11 gallons per fuel= flow=20 sensor), the older fuel map told me there was 38.5 gallons...you can=20 understand the Totalizer error created by this.

I simply post this in case others find it relevant or interesting.<= /DIV>

Jeff L in New Jersey

LIVP

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