Steve;
Basically looks OK to me with the
following comments:
Although not shown, I assume you have a
vent system for the main tanks and sump.
I’d hesitate to have anything but
a relatively course screen filter anywhere ahead of pumps. Restriction on the
suction side of a pump is a vapor lock issue.
I assume you have sump drains on main
tanks and sump tank.
Take the exit from the sump tank from
somewhere above the bottom. Leave a quart or so of volume at the bottom to collect
any water or debris which will then drain out the sump drain. You can then
eliminate the filters ahead of the high pressure pumps.
What is the purpose of the return line
from sump to main tank? With an 8 ga sump tank there should be no real concern
about recirc to the sump.
Locate the HP pumps below the level of
the sump exit so there is gravity feed to the pumps.
My return from the fuel rail goes to a
sump tank of about 2 ¾ ga (cabin side of firewall, behind a ‘vanity’
bulkhead). During flight test phase I would occasionally check the temp of the
sump. Never noted anything more than slightly warm to the touch.
Al G (Velocity 20B, 155 hours)
-----Original Message-----
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of stevei@carey.asn.au
Sent: Monday, October
05, 2009 3:35 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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