http://www.buy-ei.com/Videos/FP5L_Video.wmv

Remember, if Windows Media Player is giving you problems, download and install VLC player. It rules.

Am installing the transducer for fuel flow in my 180. My mechanic was going to order flexible hose to go from the gascolator to the fuel flow and then connect to the current flex hose that goes from the gascolator to the carb. I was looking at this and thought that a small double ended fitting from the gascolator to the transducer would be a cleaner setup. Mechanic mentioned that this would be too much vibration in the transducer with a direct connect to the firewall. Anyone have further insights?

Howdy Matt, I just got done installing one on a 57' 182. I used a short -8 hose from fuel filter/strainer to transducer 5" end to end and only had enough room for the tag between the fittings. Then the transducer with a long hose up to the carb. I clamped the hose on the mount to keep it from vibrating between the tducer and filter. I thought of installing a hard line but with it being up front I would have liked it to be stainless. I did not have any way to flare stainless or bend it if needed. I also omitted the firesleeve because it has to make such a tight bend back around to the carb. Firesleeve is nice but it adds alot of inflexibility to the hose assy. Hope this helps.

WW

Two practical questions-

I find that fuel dip-sticks have their own limitations, like when you are parked on uneven terrain, or if your 3-point attitude changes when you go from skis to tundra tires to small tires. Does a good fuel-flow meter overcomes these issues?

Is it going to be a hassle calibrating one if I normally fuel out of a 55 gallon drum with a wobble pump and no meter?

Thanks,

-Denalipilot

I installed a fuel flow meter when building my S7-S. It was great, but to tell the truth after the first couple hundred hours I really didn't need or use it much anymore. Once I played around enough with different airspeeds/rpm's and saw the effect on fuel flow, it became pretty much non-essential. I still have it installed in the panel (I'm lazy and it's a bitch to get at) but I removed the transducer in a fruitless effort to track down a minor audio interference with my com radio.

It turned out it was not the transducer at fault, and since I had to cut the wire harness at the firewall (no quick disconnect was provided) I put off re-installing it, and then some time later realized I didn't miss it, and another couple months later realized I can't find the thing, it may have gotten "cleaned up". With direct sight fuel gauges I wasn't using it anyway for inflight "how much do I have left" decisions. It's primary use was to show passengers how little fuel was being used!

I cannot buy just the transducer, in fact the last time I checked the company had ceased importing the units. My next fuel related purchase will be a digital meter for my fuel tank at home, for an after the flight indication of fuel consumption.

I have the EI fuel flow and the 16 chanel bar graph analyzer. They are great and their customer support is incredible. They have really been patient with me and trust me on this. Gump, when you comming to see your folks, I will give you a demo.

I got a good rebate and they even sweetened the pot with an extra probe for carb temp.

Tim

The FS-450 is a nice gauge but it is not as cool as the FP-5L. Here is a literal product comparison http://www.buy-ei.com/EI%20FP-5L%20vs%2 ... FS-450.htm

Just to be the devil's advocate http://www.jpinstruments.com/fuel_announce.html

I am sure the FP-5L is a nice flow meter. I know the FS-450 is a nice flow meter.

The display on the FS-450 is very clear and easy to see even on the brightest day while the information is presented is in a logical easy to understand format.

I really cannot speak to the customer service, on the FS-450 (two years) or the EDM-7 ( eight years); since other than install questions ( promptly answered) there has been no reason to contact the factory. Systems have worked flawlessly.

I really like the information provided by a fuel flow meter. Burn, duration, used, remaining etc. The only reason I didn't put one in when I installed the Engine monitor was the prices at that time were excessive. Both manufacturers have come down to reasonable costs.

yup on all of that....my edm 700 has been exact every time on fuel left and fuel burned and rate per hour...damn good when you only want 40 usable in the steep and deep...alerts u in time to get to more fuel....jo

Wow this is like raising the dead....since this post started I have graduated up to the 730 I need to play with the K factor a bit but when it says I need 65 Gal I only take 64 so I am in no rush to do the K factor math and end up with it the other way .

The graphics on the 730 are bright and very clear.

mr scout wrote:Wow this is like raising the dead....since this post started I have graduated up to the 730 I need to play with the K factor a bit but when it says I need 65 Gal I only take 64 so I am in no rush to do the K factor math and end up with it the other way .

The graphics on the 730 are bright and very clear.

Scout, Isn't there some high tech forum you can take this to. You gioing to show it to us in Austin. Do you have anything that flys yet.

Tim

Most of you will laugh at this but, its just more weight in the airplane Gump! You have a watch, a burn per hour that you know and you know how much you put in everytime you fuel. I know with the skills you have your flying light and low on fuel anyhow. Your a smart man and your not going to run out...if you do, you have big tires....

I have a JPI and its great but I still rely on the watch.

Lets go flying...i will pick you up in Dayton in the am if you want.

I have an FP-5L and love it. EI support has always been Fantastic for me - very responsive and eager to help.

For my kind of flying the Fuel Flow/Totalizer is not really necessary (I can't even lean due to my constant velocity/self leaning carbs on 4-stroke Rotax), but I'll tell you - it has become a primary instrument for me. When going places, I fly as much by fuel flow as RPM setting. I thinks its a good orthogonal instrument to diagnose something amiss too. And I have found it to be extremely accurate.

Another highly satisfied FP-5L customer here. I don't have anything to add regarding EIs customer service because the unit has worked flawlessly. I looked at the JPI products when I was shopping and just preferred the look and feel of the EI's version. I know I can use a watch and keep a decent idea of actual fuel remaining, but the totalizer removes all doubt and has always been accurate to within a gallon at fillup. Flying a larger engine with stock 40 gallon tanks, I view the confidence it gives me in my fuel profile as invaluable. Next techy item on my list is the UBG-16 engine monitor.

Interesting sidenote - the U-2 does not have any fuel quantity measuring equipment (Kelly Johnson and his crew thought it unnecessary weight). On preflight the tanks are dipped with a dowel to determine the fuel load and the quantity in gallons is entered on a simple totalizer. From there on out quantity remaining is derived solely from the fuel flow, so just as with the audience here the assumption is that all the gas is going into the engine - if you have a fuel leak you'll never have any indication until flameout. Sounds sketchy but it has worked onthe U-2 for 55+ years!

I have an FP-5L and love mine too.

Dave Campbell at EI has provided me the most exceptional support of any vendor I've ever dealt with in aviation, bar none. I just met him in person at Oshkosh and he continued to insist that I call him 24/7 on his cell phone for any questions I may have. He keeps all things EI in his head and can dish it out at a moments notice.

The unit has been rock-solid for the three years I've had it. Only an occasional short between the headsets has necessitated his support.

The wristwatch method is one that we all should know and use, however, I've noticed up to a 2 gallon spread (4-cly. Lyc.) between fuel flows on takeoff between the hottest and coldest days at my home field. You must remember to account for that in the cranium transducer. Its also fun to tell the lineboy.."It should take 32.7 gallons" and watch his face when he pumps that amount in. Just my .02

courierguy wrote:I installed a fuel flow meter when building my S7-S. It was great, but to tell the truth after the first couple hundred hours I really didn't need or use it much anymore. ......

An FP5L was in my airplane when I bought it. It was fun the first few hours, but that wore off quick. One thing I didn't lke was looking down during climb-out & seeing that my economical little O-320 sucked up like 15 an hour at full-rich climb power.
I subscribe to the simpler is better philosophy- I ended up pulling out the gauge & transducer and selling them off. I dip the tanks after fueling, & write the tach time & fuel quantity down on a piece of tape stukc to the panel. I know I burn about 8.6 gph overall- I plan 9gph & just do the simple math.
One nice feature is that you can connect the FP5 to your GPS & it'll tell you if you have enough fuel to get to your destination. Of course, I can determine that just by doing a little simple math.
My take on it is that a fuel flow might be nice and/or fun to have, but if finances are tight you might be better off spending your money on something less superfluous.

aktahoe1 wrote:Lets go flying...i will pick you up in Dayton in the am if you want.

Gimme a couple more weeks to get new house and airplane engine squared away, and you got a deal...

Gump