From: "Andrew Martin" <flyrotary@lancaironline.net>
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Date: Fri, 01 Sep 2017 16:14:38 +0000
Message-ID: <CAJxaVD1213vU_HhEMbanwhzpzzwQJNgDWqzr+rLRev5CRud2RA@mail.gmail.com>
Subject: Re: [FlyRotary] Re: Fuel system diagram
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Todd,
I think your system should work just fine. If your flow test shows capacity
greater than you need. No need to change anything if its functional and you
understand how to manage it.
I would not have thought to purge into a vent line, but dont see an issue
with it. Whichever tank is selected should suck any vapour/fuel from the
purge valve straight back in.

I also previously had a small header tank in a semi returnless system.
apparently, according to some mates it was too complicated with 1 valve per
tank. To me venting the header tank was the biggest issue. Now I have semi
returnless without header tank and just 1 valve that can select any 1 of 4
tanks or off, it feeds a facet pump then into a billet manifold under the
seat that houses eveything else. 2 efi pumps, 2 efi filters, regulator,
optical, pressure & flow sensors all mount direct and porting is done
within the manifold. Only external pipes are from pump outlets to filter
inlets and forward to the fuel rail. Manifold has solonoid purge back to
right main, just in case I run a tank dry and need to purge the low
pressure side.
Its not perfect but I think it will work, main benefit for me was the
reduction of a bucketload of fittings with the associated
possiblity/probability of leaks due to my plumbing skill.

If I was starting out from scratch, building a new plane. I would have 1
big tank per wing, each with a intank pwm controlled pump. Ultimate in
simplicity with just enough redundancy.
Andrew
-- 
Regards Andrew Martin Martin Ag

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<div dir=3D"auto">Todd,=C2=A0</div><div dir=3D"auto">I think your system sh=
ould work just fine. If your flow test shows capacity greater than you need=
. No need to change anything if its functional and you understand how to ma=
nage it.</div><div dir=3D"auto">I would not have thought to purge into a ve=
nt line, but dont see an issue with it. Whichever tank is selected should s=
uck any vapour/fuel from the purge valve straight back in.</div><div dir=3D=
"auto"><br></div><div dir=3D"auto">I also previously had a small header tan=
k in a semi returnless system. apparently, according to some mates it was t=
oo complicated with 1 valve per tank. To me venting the header tank was the=
 biggest issue. Now I have semi returnless without header tank and just 1 v=
alve that can select any 1 of 4 tanks or off, it feeds a facet pump then in=
to a billet manifold under the seat that houses eveything else. 2 efi pumps=
, 2 efi filters, regulator, optical, pressure &amp; flow sensors all mount =
direct and porting is done within the manifold. Only external pipes are fro=
m pump outlets to filter inlets and forward to the fuel rail. Manifold has =
solonoid purge back to right main, just in case I run a tank dry and need t=
o purge the low pressure side.</div><div dir=3D"auto">Its not perfect but I=
 think it will work, main benefit for me was the reduction of a bucketload =
of fittings with the associated possiblity/probability of leaks due to my p=
lumbing skill.</div><div dir=3D"auto"><br></div><div dir=3D"auto">If I was =
starting out from scratch, building a new plane. I would have 1 big tank pe=
r wing, each with a intank pwm controlled pump. Ultimate in simplicity with=
 just enough redundancy.=C2=A0</div><div dir=3D"auto">Andrew</div><div dir=
=3D"ltr">-- <br></div><div class=3D"gmail_signature" data-smartmail=3D"gmai=
l_signature">Regards
Andrew Martin
Martin Ag</div>

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