X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [199.185.220.240] (HELO priv-edtnes46.telusplanet.net) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 1002969 for flyrotary@lancaironline.net; Wed, 15 Jun 2005 11:59:01 -0400 Received-SPF: pass receiver=logan.com; client-ip=199.185.220.240; envelope-from=echolakeresort@telus.net Received: from boucher-oddle24 ([207.194.26.188]) by priv-edtnes46.telusplanet.net (InterMail vM.6.01.04.04 201-2131-118-104-20050224) with SMTP id <20050615155812.JZLB14882.priv-edtnes46.telusplanet.net@boucher-oddle24> for ; Wed, 15 Jun 2005 09:58:12 -0600 MIME-Version: 1.0 Message-Id: <42B04FDA.000009.03040@BOUCHER-ODDLE24> Date: Wed, 15 Jun 2005 08:57:14 -0700 (Pacific Standard Time) Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_EZU4MY50000000000000" X-Mailer: IncrediMail (3001609) From: "Echo Lake Fishing Resort (Georges Boucher)" References: To: Subject: Re: [FlyRotary] Re: Engine Not Starting X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 --------------Boundary-00=_EZU4MY50000000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable If only to avoid injector "post nasal drip" it's worth considering.=0D Georges B. =0D =0D -------Original Message-------=0D =0D From: Rotary motors in aircraft=0D Date: 06/15/05 08:23:19=0D To: Rotary motors in aircraft=0D Subject: [FlyRotary] Re: Engine Not Starting=0D =0D =0D =0D I picked up the idea from the Eggenfellner Subaru group. They had had a couple of instances where pilots ran one tank dry and then couldn=92t get= the EFI pump to re-prime, and ended up in off-field landings. It is now a mandatory change for anyone running the Eggenfellner package=0D =0D Before installing the bypass bleeder circuit, it would not re-prime unles= s I cracked open a line downstream of the pump. =0D =0D Mark S.=0D =0D I=92m not sure I get this. It must be system design dependant. I have f= illed my tanks from dead empty; turned on the pump and immediately had fuel pressure. Ran the tanks dry; then added some fuel; turned on the pump =96 immediately had pressure. True; I have done this on the ground, but shou= ld it be any different in the air. The key may be that the line from my sum= p tank to the pump has a slight downward slope so the fuel will fill the li= ne and the air goes back to the sump.=0D =0D What does the .025 bypass orifice do that open injectors while engine cranking won=92t do?=0D =0D Al=0D =0D That's the problem with this kind of data. I'm sure the Eggenfellner peo= ple were telling the truth about what they saw but you can't then generalize = and make their solution a 'carved-in-stone' rule. I have no details on their system but I suspect there was a deficiency in their fuel system which th= eir bleeder fix covered up or compensated for. Like Al, I've never seen th= is problem on my plane or engine test stand.=0D =0D Tracy (trying to figure out why I can't change the text color when I rep= ly to Al's posts)=0D =0D =20 --------------Boundary-00=_EZU4MY50000000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
If only to avoid injector "post nasal drip" it's worth considering.<= /DIV>
Georges B. 
 
-------Original Message-------
 
Date: 06/15/05 08:= 23:19
Subject: [FlyRotar= y] Re: Engine Not Starting
 
 
 

I picked up the idea from the Eggenfellner Subaru group.=   They had had a couple of instances where pilots ran one tank dry a= nd then couldn=92t get the EFI pump to re-prime, and ended up in off-fiel= d landings.  It is now a mandatory change for anyone running the Egg= enfellner package

 

Before installing the bypass bleeder circuit, it would n= ot re-prime unless I cracked open a line downstream of the pump. 

 

Mark S.

 

I=92m not sure = I get this.  It must be system design dependant.  I have filled= my tanks from dead empty; turned on the pump and immediately had fuel pr= essure.  Ran the tanks dry; then added some fuel; turned on the pump= =96 immediately had pressure.  True; I have done this on the ground= , but should it be any different in the air.  The key may be that th= e line from my sump tank to the pump has a slight downward slope so the f= uel will fill the line and the air goes back to the sump.

&= nbsp;

What does th= e .025 bypass orifice do that open injectors while engine cranking won=92= t do?

 

Al

 

That's the p= roblem with this kind of data.  I'm sure the Eggenfellner people wer= e telling the truth about what they saw but you can't then generalize and= make their solution a 'carved-in-stone' rule.  I have no details on= their system but I suspect there was a deficiency in their fuel system w= hich their bleeder fix covered up or compensated for.    L= ike Al, I've never seen this problem on my plane or engine test stand.

 

Tracy  = (trying to figure out why I can't change the text color when I reply to A= l's posts)

 

 
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