X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mailout2.pacific.net.au ([61.8.0.85] verified) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 1010029 for flyrotary@lancaironline.net; Wed, 22 Jun 2005 11:04:43 -0400 Received-SPF: none receiver=logan.com; client-ip=61.8.0.85; envelope-from=peon@pacific.net.au Received: from mailproxy1.pacific.net.au (mailproxy1.pacific.net.au [61.8.0.86]) by mailout2.pacific.net.au (8.13.4/8.13.4/Debian-3) with ESMTP id j5MF3usb018940 for ; Thu, 23 Jun 2005 01:03:56 +1000 Received: from ar1 (ppp2D2A.dyn.pacific.net.au [61.8.45.42]) by mailproxy1.pacific.net.au (8.13.4/8.13.4/Debian-3) with SMTP id j5MF3qKM007817 for ; Thu, 23 Jun 2005 01:03:52 +1000 Message-ID: <006a01c5773b$99d3d660$2a2d083d@ar1> From: "Leon" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: "Surge" tanks and air bleeding was Re: [FlyRotary] EFI Fuel Testing Date: Thu, 23 Jun 2005 01:03:42 +1000 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0067_01C5778F.65BBC3C0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 This is a multi-part message in MIME format. ------=_NextPart_000_0067_01C5778F.65BBC3C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Al, The bigger the sump is the better. AS long as it is deep and narrow and = can't slosh and uncover the EFI pump pickups. As for Air Locks, I've experienced them a couple of times in race cars. = One in particular drove me nutz for several days, and cost me much = time and money for dyno time. If you go back to the 15/06, I posted = about this episode. I believe that this was Paul Conner's problem as = well. I've forwarded the relevant email to you separately. The issue is that = theoretically, any air in an EFI high pressure line SHOULD purge, but = in practice, it often doesn't. It all depends on the diameter of the = line. The problem usually occurs at the junction of a flexible hose = with the steel fuel lines. I can only tell you that it IS a reality, and to watch out for it if = you happen to experience funny partial power problems. It is just one = of those little things that experience has taught me to look out for, = and I merely pass it on as something to consider. Cheers, Leon (Still trying to talk my dragracing mates into comparing BSFC figures of = their V8s!). (}:>^) ----- Original Message -----=20 From: Al Gietzen=20 To: Rotary motors in aircraft=20 Sent: Thursday, June 23, 2005 12:46 AM Subject: [FlyRotary] Re: "Surge" tanks and air bleeding was Re: = [FlyRotary] EFI Fuel Testing Additionally, anywhere you get an air lock (as opposed to a vapour = lock), you will have trouble passing fuel, so any unavoidable high = points/loops etc in the system should have some sort of bleed nipple. Leon; My system is essentially as you describe except my sump is larger (2 = =BD gal). I assume the above statement refers to 'before the pump' = because I don't see any issue with a high point in the line downstream = from the EFI pump. My experience is that any air in the line is easily = pushed through and past the regulator back to the sump. And why not - = the only resistance to it moving through is the very small pressure head = between the high point and the regulator. Al ------=_NextPart_000_0067_01C5778F.65BBC3C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Hi Al,

The bigger the sump is the = better. AS long as=20 it is deep and narrow and can't slosh and uncover the EFI pump=20 pickups.

As for Air Locks, I've experienced them a couple of times = in race=20 cars. One in particular drove me nutz for several days, and = cost me=20 much time and money for dyno time. If you go back to the = 15/06, I=20 posted about this episode. I believe that this was Paul Conner's = problem=20 as well.

I've forwarded the relevant email to you separately. The = issue is=20 that theoretically, any air in an EFI high pressure line SHOULD=20 purge, but in practice, it often doesn't. It all = depends on=20 the diameter of the line. The problem usually occurs at the = junction of a=20 flexible hose with the steel fuel lines.

I can only tell you that it IS a reality, and to watch out = for it if=20 you happen to experience funny partial power problems. It is just = one of=20 those little things that experience has taught me to look out for, = and I=20 merely pass it on as something to consider.

Cheers,

Leon

(Still trying to talk my dragracing mates into comparing BSFC = figures of=20 their V8s!). (}:>^)

----- Original Message -----
From:=20 Al = Gietzen=20
To: Rotary motors in = aircraft

Sent: Thursday, June 23, 2005 = 12:46=20 AM

Subject: [FlyRotary] Re: = "Surge" tanks=20 and air bleeding was Re: [FlyRotary] EFI Fuel Testing

Additionally, anywhere you get an air = lock (as=20 opposed to a vapour lock),

you will have trouble passing fuel, so = any=20 unavoidable high points/loops

etc in the system should have some sort of = bleed=20 nipple.

Leon;

My = system is=20 essentially as you describe except my sump is larger (2 =BD = gal). I assume=20 the above statement refers to =91before the pump=92 because I don=92t = see any issue=20 with a high = point in=20 the line downstream from the EFI pump. My experience is that any = air in=20 the line is easily pushed through and past the regulator back to the=20 sump. And why not =96 the only resistance to it moving through = is the very=20 small pressure head between the high=20 point and the=20 regulator.

Al

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