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hgmckay
Joined: 23 May 2006
Posts: 397
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 Posted: Tue Jul 18, 2006 8:04 am Post subject: Allegro 2000 - Rotax 912UL Engine |
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Ray: Hope you are progressing with your Allegro assemble. I have two questions to ask you, the answers of which would be helpful to me. The first is did you get the stall warning system for your plane? If you did could you look on the “buzzer/horn” device to see if you can determine who the manufacturer is. If so please email me the name and/or address.
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The other question is did you notice one or two orifice restrictor inserts in the neck-T-5 fuel distributor (i.e. the five pronged device where all the fuel lines connect)? I notice in the Rotax Engine Installation Manual they only mention one orifice, and it is in the line going back to the main fuel tank. The Allegro manual on page 89 shows only one also. My neck-T-5 fuel distributor had two orifices already in the distributor. What did yours have?
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Hugh McKay
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Thom Riddle
Joined: 10 Jan 2006
Posts: 1597
Location: Buffalo, NY, USA (9G0)
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| Posted: Wed Jul 19, 2006 3:49 am Post subject: Allegro 2000 - Rotax 912UL Engine |
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Hugh,
I know you did not address this to me and I can't answer your question
about the stall warning but I can tell you something about the five
point fuel distribution block. There is only one tiny restrictor
orifice in mine and it is in the branch that goes to the fuel pressure
gauge. The purpose of this is to restrict flow to an absolute minimum
in case this fuel line ruptures. If a fuel line going into the cockpit
ruptures and you don't have this restrictor, the cabin could be flooded
with fuel. A very hazardous condition. This pressure gauge does not
need flow but only pressure to do its job and restrictors in
pressurized fuel lines that go to the cabin are standard on GA
aircraft.
If I remember correctly, your airplane has the aux. fuel tanks. Ours
does not, so I don't know how the extra fuel lines are plumbed. I know
that you do NOT want a restrictor in a fuel SUPPLY line as it would
starve the carburetors. I would ask Doug at B Bar D about where the
second restrictor is supposed to be. It may have been installed in the
distribution block by mistake.
Thom in Buffalo
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_________________
Thom Riddle
Buffalo, NY (9G0)
Don't worry about old age... it doesn't last very long.
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hgmckay
Joined: 23 May 2006
Posts: 397
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| Posted: Wed Jul 19, 2006 9:58 am Post subject: Re: Allegro 2000 - Rotax 912UL Engine |
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Thom: I did ask Doug Hempsted about the two restrictor orifices. His reply was that both are are required. he did not explain why, but based on your explanation two would apply in my case because there are two fuel lines coming back into the cockpit. One being the fuel pressure gauge, the other the fuel return line to the main fuel tank (see the Rotax engine installation manual page 38 of 66).
On another topic, (Static rpm test), can I safely do this test with the wings off the plane? As you know I do have wing tanks, but I am waiting on the new replacement aluminum tanks so I don't want to put the wings on and then have to take them off again to insert and attach the wing tanks. I would connect all the fuel lines in the cockpit, but cut off the fuel lines going to the wing tanks with their respective cut-off valves at the two side cover sheets adjacent to the root of each wing. Any comments about this test without the wings on?
Hugh
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Thom Riddle
Joined: 10 Jan 2006
Posts: 1597
Location: Buffalo, NY, USA (9G0)
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| Posted: Wed Jul 19, 2006 12:48 pm Post subject: Re: Allegro 2000 - Rotax 912UL Engine |
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Hugh,
I see no problem with doing static run-up w/o wings. Not much chance of it getting airborne that way  . As long as you do the fuel line configuration as you stated, the engine won't care and the fuel won't be flying out all over the place. It should go without saying but it does not hurt to remind you to make sure the airframe is well secured before doing a full throttle static run-up.
If you are doing carb idle speed adjustments in the process, make sure the engine is up to normal operating temperature(190F min) before doing so. You may not be able to finalize the idle speed until after you've flown it. The idle speed at 120F can be 200-300 rpm different than at 190F or higher. At higher oil temps, the idle speed is higher.
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Thom Riddle
Buffalo, NY (9G0)
Don't worry about old age... it doesn't last very long.
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