X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 05 Jun 2012 13:28:01 -0400 Message-ID: X-Original-Return-Path: Received: from planemakers.com ([206.130.122.200] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5580582 for lml@lancaironline.net; Tue, 05 Jun 2012 10:31:19 -0400 Received-SPF: none receiver=logan.com; client-ip=206.130.122.200; envelope-from=planemakers@planemakers.com Received: from yourkybtg65gxe (pool-71-101-118-189.tampfl.dsl-w.verizon.net [71.101.118.189]) (authenticated bits=0) by planemakers.com (8.13.1/8.13.1) with ESMTP id q55Dr96F025928; Tue, 5 Jun 2012 07:53:10 -0600 X-Original-Message-ID: From: "Planemakers, Inc." X-Original-To: X-Original-Cc: References: In-Reply-To: Subject: Re: Pillar Point Optical Fuel Sensors X-Original-Date: Tue, 5 Jun 2012 09:53:06 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_00A1_01CD4301.01F00D70" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_00A1_01CD4301.01F00D70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Thank you Mr. Wolf for your kind words about our sensors. The original Pillar Point Avionics is now Pillar Point Electronics and = the UFS-AN and the UFS-T are still available. We bumped up the = input/output size on the UFS-T from 1/8 NPT to 1/4 NPT. Other than = that, everything else is the same. If anybody has any questions, feel free to ask here or on the Contact Us = form on our website. Thanks and have a great day, John J Januszewski www.pillarpointelectronics.com www.planemakers.com From: rwolf99@aol.com=20 Sent: Tuesday, June 05, 2012 8:26 AM To: lml@lancaironline.net=20 Subject: Pillar Point Optical Fuel Sensors Personally, I like the Pillar Point optical fuel sensors. So much so = that I even had our guys install them on the prototype Javelin Jet. = These are simply economical versions of the technology that is in many = bizjets today. However, I cannot speak to their in-service longevity as = I am not flying yet, and the Javelin only flew six times before we = retired it. I have them in multiple places in my Lancair 360. They are wired into = an annunciator system. 1) Header tank low fuel sensor. I have a capacitance fuel probe in my = header tank that displys fuel quantity and also turns the fuel transfer = pumps on and off. However, at a somewhat lower fuel quantity (30 = minutes at cruise power, estimated at 5 gallons) the optical fuel sensor = becomes uncovered and a red LO FUEL warning comes on. This is the "no = kidding, land right now" warning. This may happen due to running out of = gas, or an unnoticed failure in my fuel transfer system, or a dead = capacitance fuel probe in the header tank. =20 2) Wing tanks empty sensor. These are actually installed in the = transfer line from the Facet fuel pump outlet to the header tank, = immediately ajacent to the fuel pump outlet. (...then comes a T-fitting = with the sensor, and then comes the flexible fuel line up to the header = tank...) A ran a test using the Facet pump to pump water uphill. When = the inlet unported, the Facet pump definitely blew air thru the line so = I know the sensor will become uncovered when the wing is empty. This = goes to an amber LEFT WING EMPTY or RIGHT WING EMPTY light, alerting me = to turn off the transfer pump. Otherwise the fuel system is fully = automatic with manual override. Just like my Cessna 150 -- turn it on = and forget about fuel transfer, except my Cessna didn't have a "you're = about to run out of gas, you moron!" warning. (...and I remember a = couple of times when I almost did...) Pillar Point used to sell "modified" T-fittings that their optical = sensor screwed into. They did this to deal with reflections internal to = the fitting which spoofed the sensor -- at least that's what they told = me then. I do believe that they sell T-fittings now with the sensor = integral to it. Same concept, but they believe it is a superior = implementation. The reason I did this -- and I followed this logic elsewhere -- is for = the safety of flight warning sensors (ok, safety of engine operation) to = be separate from the normal instrumentation. If my engine monitor craps = out, I still have the annunciator to tell me that I still have fuel and = the oil pressure is non-zero. - Rob Wolf ------=_NextPart_000_00A1_01CD4301.01F00D70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Thank you Mr. Wolf for your kind words = about our=20 sensors.
 
The original Pillar Point Avionics is = now Pillar=20 Point Electronics and the UFS-AN and the UFS-T are still available. We = bumped up=20 the input/output size on the UFS-T from 1/8 NPT to 1/4 NPT.  Other = than=20 that, everything else is the same.
 
If anybody has any questions, feel free = to ask here=20 or on the Contact Us form on our website.
 
Thanks and have a great = day,
 
John J Januszewski
www.pillarpointelectronics= .com
www.planemakers.com
 
 

From: rwolf99@aol.com
Sent: Tuesday, June 05, 2012 8:26 AM
To: lml@lancaironline.net
Subject: Pillar Point Optical Fuel Sensors

Personally, I like the Pillar Point optical fuel sensors.  So = much so=20 that I even had our guys install them on the prototype Javelin = Jet.  These=20 are simply economical versions of the technology that is in many bizjets = today.  However, I cannot speak to their in-service longevity as I = am not=20 flying yet, and the Javelin only flew six times before we retired = it.
 
I have them in multiple places in my Lancair 360.  They are = wired into=20 an annunciator system.
 
1)  Header tank low fuel sensor.  I have a capacitance = fuel probe=20 in my header tank that displys fuel quantity and also turns the fuel = transfer=20 pumps on and off.  However, at a somewhat lower fuel quantity (30 = minutes=20 at cruise power, estimated at 5 gallons) the optical fuel sensor becomes = uncovered and a red LO FUEL warning comes on.  This is the "no = kidding,=20 land right now" warning.  This may happen due to running out of = gas, or an=20 unnoticed failure in my fuel transfer system, or a dead capacitance fuel = probe=20 in the header tank. 
 
2)  Wing tanks empty sensor.  These are actually = installed in the=20 transfer line from the Facet fuel pump outlet to the header tank, = immediately=20 ajacent to the fuel pump outlet.  (...then comes a T-fitting with = the=20 sensor, and then comes the flexible fuel line up to the header = tank...)  A=20 ran a test using the Facet pump to pump water uphill.  When the = inlet=20 unported, the Facet pump definitely blew air thru the line so I know the = sensor=20 will become uncovered when the wing is empty.  This goes to an = amber LEFT=20 WING EMPTY or RIGHT WING EMPTY light, alerting me to turn off = the=20 transfer pump.  Otherwise the fuel system is fully automatic with = manual=20 override.  Just like my Cessna 150 -- turn it on and forget about = fuel=20 transfer, except my Cessna didn't have a "you're about to run out of = gas, you=20 moron!" warning. (...and I remember a couple of times when I almost=20 did...)
 
Pillar Point used to sell "modified" T-fittings that their optical = sensor=20 screwed into.  They did this to deal with reflections internal to = the=20 fitting which spoofed the sensor -- at least that's what they told me=20 then.  I do believe that they sell T-fittings now with the sensor = integral=20 to it.  Same concept, but they believe it is a superior=20 implementation.
 
The reason I did this -- and I followed this logic elsewhere -- is = for the=20 safety of flight warning sensors (ok, safety of engine operation) = to be=20 separate from the normal instrumentation.  If my engine monitor = craps out,=20 I still have the annunciator to tell me that I still have fuel and the = oil=20 pressure is non-zero.
 
- Rob Wolf
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