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Just to field a question out of interest
My fuel flow transducer is located in the wrong place,(between the electric boost pump and the mechanical on the engine) it specifically says in the AP manual that it should not be there as it causes bubbles in the fuel and erratic running and also weird readings when the boost pump is on, so I am relocating it.
The ideal place is between the fuel metering unit and the flow divider,
Now the question?
Is it....
1. better to route the fuel line and transducer over the cylinders , where it gets blasted with nice cool air in flight BUT..gets well boiled on shutdown from heat rising from the cylinders
OR
2. better route the fuel line and transducer UNDER the cylinders , where it gets blasted with very hot air in flight and radiant heat off the exhaust tubes BUT..gets cooler air on shutdown from air rising up around the cylinders.
Obviously both routes will be well insulated.
I do suffer from vapourisation at this heat and altitude quite easily when doing circuits or having to hold a long time
I can get around that by just idling fast at 1300-1400 rpm but the main reason is to get an accurate fuel flow reading and consistently. I dont like instruments that are eratic.
Better working or not working at all.
My fuel flow transducer is located in the wrong place,(between the electric boost pump and the mechanical on the engine) it specifically says in the AP manual that it should not be there as it causes bubbles in the fuel and erratic running and also weird readings when the boost pump is on, so I am relocating it.
The ideal place is between the fuel metering unit and the flow divider,
Now the question?
Is it....
1. better to route the fuel line and transducer over the cylinders , where it gets blasted with nice cool air in flight BUT..gets well boiled on shutdown from heat rising from the cylinders
OR
2. better route the fuel line and transducer UNDER the cylinders , where it gets blasted with very hot air in flight and radiant heat off the exhaust tubes BUT..gets cooler air on shutdown from air rising up around the cylinders.
Obviously both routes will be well insulated.
I do suffer from vapourisation at this heat and altitude quite easily when doing circuits or having to hold a long time
I can get around that by just idling fast at 1300-1400 rpm but the main reason is to get an accurate fuel flow reading and consistently. I dont like instruments that are eratic.
Better working or not working at all.
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