X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Received: from imo-d23.mx.aol.com ([205.188.139.137] verified) by logan.com (CommuniGate Pro SMTP 5.1.7) with ESMTP id 1907212 for flyrotary@lancaironline.net; Wed, 07 Mar 2007 11:14:00 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.139.137; envelope-from=Lehanover@aol.com Received: from Lehanover@aol.com by imo-d23.mx.aol.com (mail_out_v38_r7.6.) id q.d57.3d15d84 (42808) for ; Wed, 7 Mar 2007 11:12:57 -0500 (EST) From: Lehanover@aol.com Message-ID: Date: Wed, 7 Mar 2007 11:12:57 EST Subject: Re: [FlyRotary] fuel filter To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1173283977" X-Mailer: 9.0 Security Edition for Windows sub 5359 X-Spam-Flag: NO -------------------------------1173283977 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 3/7/2007 9:51:24 A.M. Eastern Standard Time, downing.j@sbcglobal.net writes: Looking at the pictures of fuel filter, pump installations, the filter is after the pump. In auto installations the pump in tank has a screened inlet and then filter someplace between the pump and the injection system. The plane has a gascolator and do I place the pump next like auto installations, then into the filter like the auto installations, or why not. JohnD The small in the tank high pressure pumps used in fuel injection are not tolerant of even small debris. Thus the filter sock on the pickup. once through the pump there is only the very small micron filter in the injector. So a filter after the pump is a must, and it needs a slightly smaller micron rating than the screen in the injector. Gascolators generally have course screens in the top, and are of no value in protecting injected systems. OK for carburetted systems. The pumps should be mounted in the tanks or close to and below the tanks where possible. Pushing fuel under pressure is preferred to trying to suck it uphill from a tank. On a hot day, and, or, with a length of fuel line close to a heat source, you will boil the fuel in the line, followed by a quiet period of glider practice. Notice that modern cars are nearly immune to vapor lock (boiling fuel). Because the pump is in the bottom of the cool fuel in the tank, pushing the fuel. Auto fuel boils more readily than aircraft fuel. So the shortest suction side run possible is best. Also, for any particular heat load, higher altitude means less pressure on the fuel surface in the tank, and boiling may occur. The race car uses a disposable filter from the parts store (inline can with push on ends) for about $2.00 each. These on the suction side of two sliding vane pumps mounted even with the fuel cell bottom. All of the pressurized fuel goes through a 16 micron filter then to the pressure regulator and the carb. The regulator is right beside the carb, so the highest pressure fuel is maintained to as close to the carb as is possible. Carbs and sliding vane pumps are tolerant of larger debris than are roller style high pressure pumps. Lynn E. Hanover


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In a message dated 3/7/2007 9:51:24 A.M. Eastern Standard Time,=20 downing.j@sbcglobal.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>
Looking at the pictures of fuel filter, p= ump=20 installations, the filter is after the pump.  In auto installations t= he=20 pump in tank has a screened inlet and then filter someplace between the pu= mp=20 and the injection system.  The plane has a gascolator and do I place=20= the=20 pump next like auto installations, then into the filter like the auto=20 installations, or why not.  JohnD
 
The small in the tank high pressure pumps used in fuel injection are no= t=20 tolerant=20
of even small debris. Thus the filter sock on the pickup. once through=20= the=20 pump there is only the very small micron filter in the injector. So a filter= =20 after the pump is a must, and it needs a slightly smaller micron rating than= the=20 screen in the injector.
 
Gascolators generally have course screens in the top, and are of no val= ue=20 in protecting injected systems. OK for carburetted systems.
 
The pumps should be mounted in the tanks or close to and below the tank= s=20 where possible.
 
Pushing fuel under pressure is preferred to trying to suck it uphill fr= om a=20 tank. On a hot day,
and, or, with a length of fuel line close to a heat source, you will bo= il=20 the fuel in the line, followed by a quiet period of glider practice.
 
Notice that modern cars are nearly immune to vapor lock (boiling fuel).= =20 Because the pump is in the bottom of the cool fuel in the tank, pushing the=20 fuel.
 
Auto fuel boils more readily than aircraft fuel. So the shortest=20 suction side run possible is best. Also, for any particular heat load, highe= r=20 altitude means less pressure on the fuel surface in the tank, and boili= ng=20 may occur. 
 
 
The race car uses a disposable filter from the parts store (inline can=20= with=20 push on ends) for about $2.00 each. These on the suction side of two sliding= =20 vane pumps mounted even with the fuel cell bottom. All of the pressurized fu= el=20 goes through a 16 micron filter then to the pressure regulator and the carb.= The=20 regulator is right beside the carb, so the highest pressure fuel is maintain= ed=20 to as close to the carb as is possible.
 
Carbs and sliding vane pumps are tolerant of larger debris than are rol= ler=20 style high pressure pumps. 
 
 
Lynn E. Hanover



AOL now offers free email to everyone. Find out more about what's free fro= m AOL at AOL.com.
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