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Date: Mon, 22 Jan 2007 07:27:00 -0800 (PST)
From: thomas walter <roundrocktom@yahoo.com>
Subject: [FlyRotary] fuel injectors
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
In-Reply-To: <list-1782387@logan.com>
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John,
   
  How often to you plan on using the carb (to confirm everything is working OK?).
   
  An issue I ran into was the needle and seats would gum up with left over fuel, and no flow to clean them off. Heat of the engine would cause the fuel bowls to varnish up. 
   
  In my case, as this odd ball hybrid was on a Datsun, it was simple to pull off to the side of the road. Remove the four float bowl screws on a SU, turn on the electric low pressure pump, and wiggle the needle and seat to get the fuel flowing once again. Button everything up, and on my way again.  You can see my concern about the aircraft.
   
  If you "test" with the carb, then blow everything out, clean out the bowl... you'll be ready with it as an emergency backup.   If you "test" before every flight you'll build up the varnish.
   
  So in theory sounded great, but I never really got it to work as planned. 
   
  Oh on TIG welding... I still have my TIG (old Hobart with some insane duty cycle that means I tire out long before the welder), but have had fun with oxy acetylene welding aluminum. Well at least with the correct goggles I have a hint of what I am doing.  Alas, making more of  mess than anything... just need hours to practice. Goggles were from http://www.tinmantech.com/  -- aka Kent White, who is usually doing amazing metal work demos at Oshkosh.
   
  Tom Walter
   
  From: John Downing 
  To: Rotary motors in aircraft 
  Sent: Sunday, January 21, 2007 7:06 PM
  Subject: [FlyRotary] fuel injectors
  

  Ed, Rusty;  Thankyou for the prompt reply.  Bob White has done the wiring harness for the high impedance injectors.  So I have the right ones.  As for the Throttle body, I'm going with Lynn's idea of the 48 Weber, which can be fueled if something happens to the fuel injection.  Looking at the EC-2 manual, I may have to learn to read before I can start this thing.  It may be overkill, but I'm going on 71 and that is the way I see it.  I hope to have the system together by weeks end if the welder is available to install the bosses for the injectors in the intake manifold.  My 45 year old TIG welder isn't up to the fine work.  I'll send along some pictures when I get it all plumbed up.  JohnD
   
  

 

 
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<DIV>John,</DIV>  <DIV>&nbsp;</DIV>  <DIV>How often to you plan on using the carb (to confirm everything is working OK?).</DIV>  <DIV>&nbsp;</DIV>  <DIV>An issue I ran into was the needle and seats would gum up with left over fuel, and no flow to clean them off. Heat of the engine would cause the fuel bowls to varnish up. </DIV>  <DIV>&nbsp;</DIV>  <DIV>In my case, as this odd ball hybrid was on a Datsun, it was simple to pull off to the side of the road. Remove the four float bowl screws on a SU, turn on the electric low pressure pump, and wiggle the needle and seat to get&nbsp;the fuel flowing once again. Button everything up, and on my way again.&nbsp; You can see my concern about the aircraft.</DIV>  <DIV>&nbsp;</DIV>  <DIV>If you "test" with the carb, then blow everything out, clean out the bowl... you'll be ready with it as an emergency backup.&nbsp;&nbsp; If you "test" before every flight you'll build up the varnish.</DIV>  <DIV>&nbsp;</DIV>  <DIV>So in theory
 sounded great, but I never really got it to work as planned.&nbsp;</DIV>  <DIV>&nbsp;</DIV>  <DIV>Oh on TIG welding... I still have my TIG (old Hobart with some insane duty cycle that means I tire out long before the welder), but have had fun with oxy acetylene welding aluminum. Well at least with the correct goggles I have a hint of what I am doing.&nbsp; Alas, making more of&nbsp; mess than anything... just need hours to practice. Goggles were from <A href="http://www.tinmantech.com/">http://www.tinmantech.com/</A>&nbsp; -- aka Kent White, who is usually doing amazing metal work demos at Oshkosh.</DIV>  <DIV>&nbsp;</DIV>  <DIV>Tom Walter</DIV>  <DIV>&nbsp;</DIV>  <DIV style="BACKGROUND: #e4e4e4; FONT: 10pt arial"><B>From:</B> <A title=downing.j@sbcglobal.net href="http://us.f391.mail.yahoo.com/ym/Compose?To=downing.j@sbcglobal.net" target=_blank rel=nofollow><FONT color=#003399>John Downing</FONT></A> </DIV>  <DIV style="FONT: 10pt arial"><B>To:</B> <A
 title=flyrotary@lancaironline.net href="http://us.f391.mail.yahoo.com/ym/Compose?To=flyrotary@lancaironline.net" target=_blank rel=nofollow><FONT color=#003399>Rotary motors in aircraft</FONT></A> </DIV>  <DIV style="FONT: 10pt arial"><B>Sent:</B> Sunday, January 21, 2007 7:06 PM</DIV>  <DIV style="FONT: 10pt arial"><B>Subject:</B> [FlyRotary] fuel injectors</DIV>  <DIV><BR></DIV>  <DIV><FONT face=Arial size=2>Ed, Rusty;&nbsp;&nbsp;Thankyou for the prompt reply.&nbsp; Bob White has done the wiring harness for the high impedance injectors.&nbsp; So I have the right ones.&nbsp; As for the Throttle body, I'm going with Lynn's idea of the 48 Weber, which can be fueled if something happens to the fuel injection.&nbsp; Looking at the EC-2 manual, I may have to learn to read before I can start this thing.&nbsp; It may be overkill, but I'm going on 71 and that is the way I see it.&nbsp; I hope to have the system together by weeks end if the welder is available to install the
 bosses for the injectors in the intake manifold.&nbsp; My 45 year old TIG welder isn't up to the fine work.&nbsp; I'll send along some pictures when I get it all plumbed up.&nbsp; JohnD</FONT></DIV>  <DIV>&nbsp;</DIV>  <DIV><BR><BR>&nbsp;</DIV><p>&#32;

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