Return-Path: Received: from [65.54.168.107] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 536202 for flyrotary@lancaironline.net; Wed, 17 Nov 2004 12:25:33 -0500 Received-SPF: pass receiver=logan.com; client-ip=65.54.168.107; envelope-from=lors01@msn.com Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Wed, 17 Nov 2004 09:25:02 -0800 Received: from 65.54.98.156 by BAY3-DAV3.phx.gbl with DAV; Wed, 17 Nov 2004 17:24:57 +0000 X-Originating-IP: [65.54.98.156] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] External Fuel Pump ... Date: Wed, 17 Nov 2004 12:24:56 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0078_01C4CCA0.730C8310" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.10.0009.2900 Seal-Send-Time: Wed, 17 Nov 2004 12:24:57 -0500 Message-ID: X-OriginalArrivalTime: 17 Nov 2004 17:25:02.0553 (UTC) FILETIME=[5F2E0C90:01C4CCCA] This is a multi-part message in MIME format. ------=_NextPart_000_0078_01C4CCA0.730C8310 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The engine driven fuel pump (bolted to a hot air cooled engine) with a = gascolator mounted down where the hottest air exits and near red hot = exhaust pipes (standard aircraft practice) is the dumbest fuel system = layout I can think of. And they wonder why they are so prone to vapor = lock........ Two electrics sound like a fine idea to me. Tracy ----- Original Message -----=20 From: Jim Sower=20 To: Rotary motors in aircraft=20 Sent: Wednesday, November 17, 2004 12:13 PM Subject: [FlyRotary] External Fuel Pump ... All, I'm back. Been away too long. Lots of catching up to do. The problem:=20 My )&$^^$# Lyc IO-360 went south again. Blew a head. Fixed it for=20 something over $2k. Still have a power loss (down to about 60%) about = 5-7 min into every flight. After extensive trouble shooting (checking = everything but fuel pressure which I don't have /yet/) I'm pretty sure = it's fuel [delivery] related. My 26 psi electric boost pump costs = $600=20 at Spruce. The Engine driven pump is $225. I believe they're both = bad.=20 I need: An automotive replacement for the electric boost pump. John Slade = said=20 IIRC that his pumps set him back about $85 each. I would need to = plumb=20 a return to the sump tank (or back into the inlet) side of the pump)=20 through a pressure regulator that I could set at 25-27 psi. Does anyone know of a fuel injection rail regulator (or anything at = all=20 that can be plumbed into an AN-6 system) that can be adjusted down to=20 regulate at 26 psi? Do automotive high pressure fuel pumps allow fuel to pass freely if = they=20 are turned off? Like, could one plumb two of them in series and use=20 them one at a time (as that's what would have to be the case if I were = to retain the engine driven pump)? If so, what might be the pressure=20 drop across the idle boost pump when the engine driven pump is = carrying=20 the load and the boost pump is off? What are anyone's thoughts around dispensing with the engine driven = pump=20 and using two electric pumps in parallel? This idea just popped into = my=20 head as I was writing this, so it's still in the "brain fart" stage. Thanks in advance for any and all ideas ... Jim S. >> Homepage: http://www.flyrotary.com/ >> Archive: = http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_0078_01C4CCA0.730C8310 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
The engine driven fuel pump (bolted to a hot air cooled engine) = with a=20 gascolator mounted down where the hottest air exits and near red hot = exhaust=20 pipes (standard aircraft practice) is the dumbest fuel system layout I = can think=20 of.  And they wonder why they are so prone to vapor = lock........
 
Two electrics sound like a fine idea to me.
 
Tracy
----- Original Message -----
From: Jim Sower
To: Rotary motors in = aircraft
Sent: Wednesday, November 17, = 2004 12:13=20 PM
Subject: [FlyRotary] External = Fuel Pump=20 ...

All,
I'm back.  Been away too long.  Lots = of=20 catching up to do.

The problem:
My  )&$^^$#  = Lyc=20 IO-360 went south again.  Blew a head.  Fixed it for =
something=20 over $2k.  Still have a power loss (down to about 60%) about =
5-7 min=20 into every flight.  After extensive trouble shooting (checking=20
everything but fuel pressure which I don't have /yet/) I'm pretty = sure=20
it's fuel [delivery] related.  My 26 psi electric boost pump = costs=20 $600
at Spruce.  The Engine driven pump is $225.  I = believe=20 they're both bad.

I need:
An automotive replacement for the = electric boost pump.  John Slade said
IIRC that his pumps set = him=20 back about $85 each.  I would need to plumb
a return to the = sump tank=20 (or back into the inlet) side of the pump)
through a pressure = regulator=20 that I could set at 25-27 psi.

Does anyone know of a fuel = injection=20 rail regulator (or anything at all
that can be plumbed into an = AN-6=20 system) that can be adjusted down to
regulate at 26 psi?

Do = automotive high pressure fuel pumps allow fuel to pass freely if they =
are=20 turned off?  Like, could one plumb two of them in series and use =
them=20 one at a time (as that's what would have to be the case if I were =
to=20 retain the engine driven pump)?  If so, what might be the = pressure=20
drop across the idle boost pump when the engine driven pump is = carrying=20
the load and the boost pump is off?

What are anyone's = thoughts=20 around dispensing with the engine driven pump
and using two = electric pumps=20 in parallel?  This idea just popped into my
head as I was = writing=20 this, so it's still in the "brain fart" stage.

Thanks in = advance for=20 any and all ideas ... Jim S.

>>  Homepage:  http://www.flyrotary.com/
>&= gt; =20 Archive:   http://lancai= ronline.net/lists/flyrotary/List.html
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