X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [199.185.220.223] (HELO priv-edtnes27.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.3.2) with ESMTP id 967882 for flyrotary@lancaironline.net; Mon, 30 May 2005 11:23:55 -0400 Received-SPF: pass receiver=logan.com; client-ip=199.185.220.223; envelope-from=echolakeresort@telus.net Received: from boucher-oddle24 ([207.194.127.31]) by priv-edtnes27.telusplanet.net (InterMail vM.6.01.04.04 201-2131-118-104-20050224) with ESMTP id <20050530152257.EJHF24594.priv-edtnes27.telusplanet.net@boucher-oddle24> for ; Mon, 30 May 2005 09:22:57 -0600 Received: from 127.0.0.1 (AVG SMTP 7.0.322 [267.2.0]); Mon, 30 May 2005 08:22:54 -0700 Message-Id: <429B2FCA.000004.02524@BOUCHER-ODDLE24> Date: Mon, 30 May 2005 08:22:50 -0700 (Pacific Standard Time) X-Mailer: IncrediMail (3001609) From: "Echo Lake Fishing Resort (Georges Boucher)" References: To: Subject: Re: [FlyRotary] Re: Fuel Tank Selection X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-429B2FCE0197=======" --=======AVGMAIL-429B2FCE0197======= Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_2Q6BBHK0000000000000" --------------Boundary-00=_2Q6BBHK0000000000000 Content-Type: Text/Plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable If there is one chance in a million that "BOTH" will cause fuel starvatio= n, why use it. Use a low pressure transfer pump between tanks if you want redundancy use 2.=0D Georges B.=0D =0D -------Original Message-------=0D =0D From: Rotary motors in aircraft=0D Date: 05/29/05 23:08:55=0D To: Rotary motors in aircraft=0D Subject: [FlyRotary] Re: Fuel Tank Selection=0D =0D =0D =0D Perry Mick wrote:=0D =0D Dale: =0D =0D With a BOTH function and such a low gravity head, the tanks may not feed equally, or worse, the engine quits while there is still fuel in one of t= he tanks, the same problem that Jim S. has described having with his Velocit= y sump. =0D If you have an EFI pump in each tank and both pumps are providing fuel to the EFI fuel rail at the same time, that would not be the same situation, there is no gravity feed from separate tanks to a common point in that design. But if you lose a pump, you lose the fuel in that tank too. Tha= t could get dicey when you get real low fuel in one tank, switch on the ot= her pump and that's when you find out it's failed.=0D =0D I'm doubtful that this BOTH function was the cause of Paul's accident, agreed but I still think you want to avoid a BOTH function in a LEZ or ot= her low-wing fuel system. But it can get dicey if you have to use ALL the fu= el in one tank or the other.=0D =0D Perry =0D =0D Bill, =0D =0D Thank you for that clarification. When I read Perry's =0D comments, I was wondering "why?" - because the system I'm =0D building has the functions: Left, Right, Both, None. =0D =0D Now I'm not so worried, because each high pressure fuel =0D pump draws from it's own tank and the only point of inter- =0D connection is where the lines join at the fuel rail(s). =0D =0D I borrowed the basis of my setup from Marc and Nadine =0D Parmalee's COZY: =0D =0D http://www.marcnadine.com/fuelvalve.html =0D =0D Dale R. =0D =0D > From: "BillDube@killacycle.com" =0D > Date: 2005/05/29 Sun AM 02:03:31 EDT =0D > To: "Rotary motors in aircraft" =0D > Subject: [FlyRotary] Re: Paul's Fuel System Error =0D > =0D > About a year ago I did a little "Google" research on the John =0D > Denver fatal crash. The bottom line appeared to be that one tank was em= pty =0D > and the fuel selector was not fully turned to the other tank. (It was i= n a =0D > very awkward position to reach, and this may have also caused the pilot= to =0D > auger in while attempting to reach it.) Thus, it was in the equivalent = of a =0D > "both" position. This caused air to be drawn in to the fuel supply line= =0D > from the dry tank. This, in turn, caused the pump to lose its prime and= =0D > stop pumping fuel to the engine. =0D > =0D > As Perry mentions in his post, only a gravity feed fuel system can =0D > have a "both" type fuel selector. Low-wing aircraft that have negative = =0D > pressure in the fuel lines from the tanks must NOT have a "both" positi= on =0D > on the fuel selector, otherwise the pump (or the sump) will suck air if one =0D > tank runs dry (or if there is a leak in a fuel line.) =0D > =0D > This kind of makes you want to put a pump in each tank. =0D > =0D > =0D =0D =0D Homepage: http://www.flyrotary.com/ =0D Archive: http://lancaironline.net/lists/flyrotary/List.html =0D =0D =0D =0D =0D =20 --------------Boundary-00=_2Q6BBHK0000000000000 Content-Type: Text/HTML; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
If there is one chance in a million that "BOTH" will cause= fuel starvation, why use it. Use a low pressure transfer pump between ta= nks if you want redundancy use 2.
Georges B.
 
-------Original Message-------
 
Date: 05/29/05 23:= 08:55
Subject: [FlyRotar= y] Re: Fuel Tank Selection
 


Perry Mick wrote:
Dale:

With a= BOTH function and such a low gravity head, the tanks may not feed equall= y, or worse, the engine quits while there is still fuel in one of the tan= ks, the same problem that Jim S. has described having with his Velocity s= ump.
If you have an EFI pump in each tank and both pumps are providin= g fuel to the EFI fuel rail at the same time, that would not be the same = situation, there is no gravity feed from separate tanks to a common point= in that design.  But if you lose a pump, you = lose the fuel in that tank too.  That could get dicey when you get r= eal low fuel in one tank, switch  on the other pump and that's when = you find out it's failed.

I'm doubtful that this BOTH funct= ion was the cause of Paul's accident, agreed= but I still think you want to avoid a BOTH function in a LEZ or other lo= w-wing fuel system.  But it can get dicey if y= ou have to use ALL the fuel in one tank or the other.

Perry=

Bill,

  Thank you for that clarification. When I re= ad Perry's
comments, I was wondering "why?" - because the system I'm =
building has the functions: Left, Right, Both, None.

  N= ow I'm not so worried, because each high pressure fuel
pump draws fro= m it's own tank and the only point of inter-
connection is where the = lines join at the fuel rail(s).

  I borrowed the basis of my= setup from Marc and Nadine
Parmalee's COZY:

http:/= /www.marcnadine.com/fuelvalve.html

Dale R.

> From:= "BillDube@killacycle.com" <billdube@killacycle.com>
&g= t; Date: 2005/05/29 Sun AM 02:03:31 EDT
> To: "Rotary motors in ai= rcraft" <flyrotary@lancaironline.net>
> Subject: [Fl= yRotary] Re: Paul's Fuel System Error
>
> About a year ago = I did a little "Google" research on the John
> Denver fatal crash.= The bottom line appeared to be that one tank was empty,
> and the= fuel selector was not fully turned to the other tank. (It was in a
&= gt; very awkward position to reach, and this may have also caused the pil= ot to
> auger in while attempting to reach it.) Thus, it was in th= e equivalent of a
> "both" position. This caused air to be drawn i= n to the fuel supply line
> from the dry tank. This, in turn, caus= ed the pump to lose its prime and
> stop pumping fuel to the engin= e.
>
> As Perry mentions in his post, only a gravity feed f= uel system can
> have a "both" type fuel selector. Low-wing aircra= ft that have negative
> pressure in the fuel lines from the tanks = must NOT have a "both" position
> on the fuel selector, otherwise = the pump (or the sump) will suck air if one
> tank runs dry (or if= there is a leak in a fuel line.)
>
> This kind of makes yo= u want to put a pump in each tank.
>
>



 
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