X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail.theofficenet.com ([65.166.240.5] verified) by logan.com (CommuniGate Pro SMTP 4.3.2) with SMTP id 967980 for flyrotary@lancaironline.net; Mon, 30 May 2005 13:27:27 -0400 Received-SPF: none receiver=logan.com; client-ip=65.166.240.5; envelope-from=jackoford@theofficenet.com Received: (qmail 22044 invoked from network); 30 May 2005 17:25:24 -0000 Received: from dpc691941229.direcpc.com (HELO server) (69.19.41.229) by mail.theofficenet.com with SMTP; 30 May 2005 17:25:24 -0000 Message-ID: <007b01c5653c$197cf570$6401a8c0@server> From: "Jack Ford" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Canard Pusher 81 July 1995 Date: Mon, 30 May 2005 10:21:57 -0700 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0078_01C56501.689030E0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2600.0000 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 This is a multi-part message in MIME format. ------=_NextPart_000_0078_01C56501.689030E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable IIRC, Jim, The 150 just has an "on/off" selector. Been a while (measured = in decades). JF ----- Original Message -----=20 From: Jim Sower=20 To: Rotary motors in aircraft=20 Sent: Sunday, May 29, 2005 10:43 PM Subject: [FlyRotary] Re: Canard Pusher 81 July 1995 Perry Mick wrote: Here it is from the word of God (Mr. Rutan) if you don't want to = take my word for it, a sump with no selector valve or a BOTH selector = valve (pretty much the same thing) NOT recommended:=20 A Southern California Long-EZ crashed shortly after departing from = the Santa Monica airport. The pilot survived but was badly injured.=20 A careful post-crash investigation revealed that this airplane's = fuel system had been extensively modified by removing the engine driven = mechanical fuel pump as well as the electric boost pump. The fuel tanks = had been plumbed together to form a gravity fuel system similar to a = Cessna 150.=20 What does that mean? No sump AND no selector? This pilot had also modified the front seat shoulder harness attach = point and had installed a "Y" type shoulder harness, installed using a = single bolt in the center of the seat bulkhead. There was no provision = to carry the crash loads, no hardpoint and no beef-up of the bulkhead = skins. The result was predictable. This single bolt pulled through the = seat bulkhead and the should harness provided zero restraint. The = seatbelts were installed per the plans and survived undamaged.=20 This is an absolute No-No! RAF Thoroughly explored the possibility = of a gravity fuel system for the Long-EZ back in 1979 using the = prototype, N79RA. Flight test results forced us to conclude that the = margin of safety using a gravity fuel system was too slim and we opted = to use a fuel system similar to a Grumman Tiger or Cherokee that = includes two separately selectable fuel tanks, an electrically powered = in-line fuel boost pump and an engine driven mechanical fuel pump. All = of the above are mandatory in order to provide reliable fuel delivery to = the carburetor on a typical Lycoming-powered Long-EZ,. This information = was published in several Canard Pushers as well as in the plans and = engine installation instructions. The following is taken from page 3 of = the Section IIL of the Long-EZ plans: "The most important item to = consider is the mechanical fuel pump. The Long-Ez's fuel system is = designed to require the use of an engine driven mechanical fuel pump, = backed up by an in-line electric pump. This is a mandatory requirement = and there is no acceptable way around it."=20 This important safety requirement was not just dreamed up, it was = derived from a carefully conducted flight test program - do not try to = second-guess the designer's motives behind critical systems such as the = fuel system. The plans built fuel system on the Long-EZ is an = excellent, trouble free system that is known to work on hundreds and = hundreds of airplanes.=20 If you know of someone who may be contemplating a change to his or = her airplane like this, get involved, help him or her out, don't let = another unnecessary accident happen.=20 Homepage: http://www.flyrotary.com/=20 Archive: http://lancaironline.net/lists/flyrotary/List.html=20 >> Homepage: http://www.flyrotary.com/ >> Archive: http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_0078_01C56501.689030E0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
IIRC, Jim, The 150 just has an "on/off" = selector.=20 Been a while (measured in decades).
 
JF
----- Original Message -----
From:=20 Jim=20 Sower
Sent: Sunday, May 29, 2005 = 10:43 PM
Subject: [FlyRotary] Re: Canard = Pusher 81=20 July 1995

Perry Mick wrote:
Here it is = from the=20 word of God (Mr. Rutan) if you don't want to take my word for it, a = sump=20 with no selector valve or a BOTH selector valve (pretty much the = same thing)=20 NOT recommended:

A Southern California Long-EZ crashed = shortly after=20 departing from the Santa Monica airport.  The pilot survived = but was=20 badly injured.

A careful post-crash investigation revealed = that this=20 airplane's fuel system had been extensively modified by removing the = engine=20 driven mechanical fuel pump as well as the electric boost = pump.  The=20 fuel tanks had been plumbed together to form a gravity fuel system = similar=20 to a Cessna 150.
What does that = mean?  No sump=20 AND no selector?
This pilot had also modified the front = seat=20 shoulder harness attach point and had installed a "Y" type shoulder = harness,=20 installed using a single bolt in the center of the seat = bulkhead. =20 There was no provision to carry the crash loads, no hardpoint and no = beef-up=20 of the bulkhead skins.  The result was predictable.  This = single=20 bolt pulled through the seat bulkhead and the should harness = provided zero=20 restraint.  The seatbelts were installed per the plans and = survived=20 undamaged.

This is an absolute No-No!  RAF Thoroughly = explored=20 the possibility of a gravity fuel system for the Long-EZ back in = 1979 using=20 the prototype, N79RA.  Flight test results forced us to = conclude that=20 the margin of safety using a gravity fuel system was too slim and we = opted=20 to use a fuel system similar to a Grumman Tiger or Cherokee that = includes=20 two separately selectable fuel tanks, an electrically powered = in-line fuel=20 boost pump and an engine driven mechanical fuel pump.  All of = the above=20 are mandatory in order to provide reliable fuel delivery to the = carburetor=20 on a typical Lycoming-powered Long-EZ,.  This information was = published=20 in several Canard Pushers as well as in the plans and engine = installation=20 instructions.  The following is taken from page 3 of the = Section IIL of=20 the Long-EZ plans:  "The most important item to consider is the = mechanical fuel pump.  The Long-Ez's fuel system is designed to = require=20 the use of an engine driven mechanical fuel pump, backed up by an = in-line=20 electric pump.  This is a mandatory requirement and there is no = acceptable way around it."

This important safety requirement = was not=20 just dreamed up, it was derived from a carefully conducted flight = test=20 program - do not try to second-guess the designer's motives behind = critical=20 systems such as the fuel system.  The plans built fuel system = on the=20 Long-EZ is an excellent, trouble free system that is known to work = on=20 hundreds and hundreds of airplanes.

If you know of someone = who may=20 be contemplating a change to his or her airplane like this, get = involved,=20 help him or her out, don't let another unnecessary accident happen.=20




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


>>  Homepage:  http://www.flyrotary.com/

>>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
------=_NextPart_000_0078_01C56501.689030E0--