X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from exchange.carey.wa.edu.au ([58.6.19.155] verified) by logan.com (CommuniGate Pro SMTP 5.2.16) with ESMTPS id 3877633 for flyrotary@lancaironline.net; Wed, 07 Oct 2009 08:31:18 -0400 Received-SPF: none receiver=logan.com; client-ip=58.6.19.155; envelope-from=stevei@carey.asn.au Received: from exchange.carey.local ([10.10.0.5]) by exchange.carey.local ([10.10.0.5]) with mapi; Wed, 7 Oct 2009 20:30:38 +0800 From: To: Date: Wed, 7 Oct 2009 20:30:34 +0800 Subject: Re: [FlyRotary] Re: Fuel System Thread-Topic: [FlyRotary] Re: Fuel System Thread-Index: AcpGmTZutts851wGRHCHB5b0NIw2cQAsMDXS Message-ID: In-Reply-To: Accept-Language: en-US Content-Language: en X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US x-pmwin-version: 3.0.1.0, Antivirus-Engine: 2.90.1, Antivirus-Data: 4.45E Content-Type: multipart/alternative; boundary="_000_C6F2AAEA54CBsteveicareyasnau_" MIME-Version: 1.0 --_000_C6F2AAEA54CBsteveicareyasnau_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Al Just a note. The header tank is about 24" above the main wing tank. The wing tank is vented at both wing tips. Both main wing tank and header tank have drains. As far as the return: That was for overflow should the transfer pump remain on after filling the = header tank. If this happened and there was a vent then it would pump fuel overboard. If= there was no vent then it would pressurize the header tank to Facet pressu= re minus any pressure reduction caused by the sum of the outgoing and retu= rning fuel from the main rail. I thought even a few psi would be dangerous = for the tank. Steve Izett On 7/10/09 12:24 AM, "Al Gietzen" wrote: 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 anywher= e ahead of pumps. Restriction on the suction side of a pump is a vapor loc= k 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 wi= ll 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 fe= ed to the pumps. My return from the fuel rail goes to a sump tank of about 2 =BE ga (cabin s= ide of firewall, behind a 'vanity' bulkhead). During flight test phase I w= ould occasionally check the temp of the sump. Never noted anything more th= an slightly warm to the touch. Al G (Velocity 20B, 155 hours) -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Beh= alf 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 ________________________________ The contents of this email are confidential and intended only for the named= recipients of this e-mail. If you have received this e-mail in error, you = are hereby notified that any use, reproduction, disclosure or distribution = or the information contained in this e-mail is prohibited. Please notify th= e sender immediately and then delete/destroy the e-mail and any printed cop= ies. All liability for viruses is excluded to the fullest extent of the law= . -- This message has been checked by ESVA and is believed to be clean. --_000_C6F2AAEA54CBsteveicareyasnau_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Re: [FlyRotary] Re: Fuel System Hi Al

Just a note. The header tank is about 24” above the main wing tank. The wing tank is vented at both wing tips.
Both main wing tank and header tank have drains.
As far as the return:
That was for overflow should the transfer pump remain on after filling the = header tank.
If this happened and there was a vent then it would pump fuel overboard. If= there was no vent then it would pressurize the header tank to Facet pressu= re minus any pressure reduction caused by the sum of the outgoing  and= returning fuel from the main rail. I thought even a few psi would be dange= rous for the tank.

Steve Izett


On 7/10/09 12:24 AM, "Al Gietzen" <ALVentures@cox.net> wrote:

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 a= nywhere 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.  Lea= ve a quart or so of volume at the bottom to collect any water or debris whi= ch will then drain out the sump drain.  You can then eliminate the fil= ters 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 fe= ed to the pumps.
 
My return from the fuel rail goes to a sump tank of about 2 ¾ ga (ca= bin side of firewall, behind a ‘vanity’ bulkhead).  During= flight test phase I would occasionally check the temp of the sump.  N= ever 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=20


The contents of this email are confidential = and intended only for the named recipients of this e-mail. If you have rece= ived this e-mail in error, you are hereby notified that any use, reproducti= on, disclosure or distribution or the information contained in this e-mail = is prohibited. Please notify the sender immediately and then delete/destroy= the e-mail and any printed copies. All liability for viruses is excluded t= o the fullest extent of the law.
-- This message has been checked by ESVA = and is believed to be clean.

--_000_C6F2AAEA54CBsteveicareyasnau_--