I don’t really know, Steve.   I do have a fiberglass box around the header tank and pumps/filters with aluminum tape wrapped over it to shield from radiate heat.  I also have a blast tube funneling air into the box. 

 

Early on during test phase when running auto fuel and doing power on stalls (high power, low airflow), I notice the fuel pressure fluctuating and turned on the 6 psi boost pump which eliminated the symptoms.  I then installed the box and blast tube and have had no more such symptoms.

 

In hind sight, putting the header tank someplace other than forward of the firewall would undoubtedly been a better plan.

The pressure differential with just the EFI fuel pumps is sufficient to pull fuel up a 2 foot height and collapsed a heavy plastic marine fuel tank when I once forgot to open it’s vent during the phase I had the engine on a test stand.  So the pressure differential is sufficient.  The only thing that would cause a problem is a air leak in the header tank, then I would be forced to use the boost pump to keep fuel flowing to land as the pressure differential would be lost/weakened.

 

Ed

 

 

 

Thanks Ed
How hot does fuel get as it gets pumped then through a hot engine cowl? The lines are insulated under the cowl. How much heat do the pressure pumps introduce?

Steve Izett


On 6/10/09 9:03 AM, "Ed Anderson" <eanderson@carolina.rr.com> wrote:

Hi Steve,
 
Just for comparison -my fuel system is very similar in concept.  The principal conceptual difference is I have a header tank for return of my fuel from injectors mounted on the fire wall and is ½ pint in capacity.  The theory is not much fuel to have to get rid of if it gets hot. The fuel flow into the engine through the injectors continuously pulls cool fuel from wing tanks.
 
 8 gallons of hot fuel (if it ever got hot) might take a while to burn down to the point the cool incoming fuel does some good.
 
This size  goes counter to “tradition” on size of header tanks but is more in line with the “returnless” systems on most of today’s automobiles.
 
FWIW
 
Ed
 

Ed Anderson

Rv-6A N494BW Rotary Powered

Matthews, NC

eanderson@carolina.rr.com

http://www.andersonee.com <http://www.andersonee.com>

http://www.dmack.net/mazda/index.html <http://www.dmack.net/mazda/index.html>

http://www.flyrotary.com/

definitefraudstart "members.cox.net"definitefraudend http://members.cox.net/rogersda/rotary/configs.htm#N494BW <http://members.cox.net/rogersda/rotary/configs.htm>

http://www.rotaryaviation.com/Rotorhead%20Truth.htm <http://www.dmack.net/mazda/index.html>

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of stevei@carey.asn.au
Sent: Monday, October 05, 2009 7:35 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Fuel System

Hi All

We are trying to make a decision re: fuel system.
I’ve attached a PDF with design and questions etc.
Could you please pull it to pieces, make recommendations?
Steve Thomas can you comment also from the GSIIRG perspective?

Thanks

Steve Izett
Perth Western Australia
Building Glasair SIIRG Renesis 4 Port RD1C EC2 EM3

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