X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao104.cox.net ([68.230.241.42] verified) by logan.com (CommuniGate Pro SMTP 5.2.9) with ESMTP id 3231188 for flyrotary@lancaironline.net; Mon, 20 Oct 2008 15:39:33 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.42; envelope-from=alventures@cox.net Received: from fed1rmimpo03.cox.net ([70.169.32.75]) by fed1rmmtao104.cox.net (InterMail vM.7.08.02.01 201-2186-121-102-20070209) with ESMTP id <20081020193857.GBEN6526.fed1rmmtao104.cox.net@fed1rmimpo03.cox.net> for ; Mon, 20 Oct 2008 15:38:57 -0400 Received: from BigAl ([72.192.137.74]) by fed1rmimpo03.cox.net with bizsmtp id V7ek1a00L1cVYgg047ekzc; Mon, 20 Oct 2008 15:38:45 -0400 X-Authority-Analysis: v=1.0 c=1 a=aqmzCw2Kk-oA:10 a=OOMK1h3CBdYA:10 a=arxwEM4EAAAA:8 a=kviXuzpPAAAA:8 a=QdXCYpuVAAAA:8 a=7g1VtSJxAAAA:8 a=Ia-xEzejAAAA:8 a=nUuTZ29dAAAA:8 a=WX9war4bXSisAGZysIgA:9 a=W6tWVyj2kdgx4xxJA8UA:7 a=qFiF1-csOQHh3aFlQHCbCo2lpU8A:4 a=EzXvWhQp4_cA:10 a=U8Ie8EnqySEA:10 a=5WZzfXpOq_gA:10 a=vy5nt54mAb_zLP3YXJYA:9 a=pv2UwOCQRn0t3ZU_8RIA:7 a=Bz-sOYFj-3CqQcItpRS0h_lihLEA:4 a=37WNUvjkh6kA:10 X-CM-Score: 0.00 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Water in Fuel?? (or another adventure in the aviation events of Ed Anderson) Date: Mon, 20 Oct 2008 12:40:24 -0800 Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0016_01C932B1.0611F490" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0016_01C932B1.0611F490 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable In my design, the primary injectors are first in the fuel rail loop with both secondary injectors following then the pressure regulator. So = perhaps the primary injectors were injecting a high ratio of fuel/water whereas = by the time the slug got to the secondaries it was mostly water? =20 Wait, turning the cold start on OR turning either injector pair off (secondary in my incident) both result in the same effect of doubling = the pulse duration. Any time you turn an injector pair off you also ground (turn on) the cold start circuit (right Tracy???). =20 Cold start doubles the pulse to all 4 injectors; turning off one set = doubles the pulse to the remaining two. =20 I was guessing maybe the secondary were maybe first in line; but the = reality is there is no way of telling where the water was going to go first, or = how much in each, or whatever. =20 Al =20 So turning the secondary injectors off probably simply provide the same effect (for whatever reason) as turning on the cold start.=20 =20 In my "incident" several years ago, I was able to keep the engine = running approx 30-45 seconds longer with the cold switch on than with it off. Sometimes 30-45 seconds longer engine run might make a difference. =20 In any case, checking fuel for water goes back to getting the emphasis = it deserves. =20 Ed =20 Ed Anderson =20 Rv-6A N494BW Rotary Powered =20 Matthews, NC =20 eanderson@carolina.rr.com =20 http://www.andersonee.com =20 http://members.cox.net/rogersda/rotary/configs.htm#N494BW =20 http://www.dmack.net/mazda/index.html =20 =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Dale Rogers Sent: Monday, October 20, 2008 11:40 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Water in Fuel?? (or another adventure in the aviation events of Ed Anderson) =20 Bob Mears wrote: > I actually a little surprised it had that much stumble. I would think=20 > with the fuel injection and a re circulating system it would just pass = > the water through the system and slowly burn it off. I guess it was a=20 > fair amount of water and thats all that was going through the system=20 > at the time. Like a quart of so in the bottom of the tank. That would=20 > take a bit to pass through. Interesting. =20 That depends on how much fuel can be held in a branch that has no outlet = other than the injector. If the runs off the main path are short, then=20 the effect should be short lived (but pucker-factor is measured in very=20 long, individual, nano-seconds). =20 Dale R. =20 =20 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html =20 __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ =20 The message was checked by ESET NOD32 Antivirus. =20 http://www.eset.com =20 =20 =20 __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ =20 The message was checked by ESET NOD32 Antivirus. =20 http://www.eset.com =20 =20 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_000_0016_01C932B1.0611F490 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

In my design, the primary injectors are first in the fuel rail loop = with

both secondary injectors following then the pressure regulator.  So = perhaps

the primary injectors were injecting a high ratio of fuel/water whereas = by

the time the slug got to the secondaries it was mostly = water?

 

Wait, turning the cold start on OR turning either injector pair = off

(secondary in my incident) both result in the same effect of doubling = the

pulse duration.  Any time you turn an injector  pair off you also = ground

(turn on) the cold start circuit (right Tracy???).

 

Cold start = doubles the pulse to all 4 injectors; turning off one set doubles the pulse to the remaining two.

 <= /font>

I was = guessing maybe the secondary were maybe first in line; but the reality is there is no = way of telling where the water was going to go first, or how much in each, or whatever.

 <= /font>

Al

 

So turning the secondary injectors off probably simply provide the = same

effect (for whatever reason) as turning on the cold start.

 

In my "incident" several years ago, I was able to keep the engine running

approx 30-45 seconds longer with the cold switch on than with it = off.

Sometimes 30-45 seconds longer engine run might make a = difference.

 

In any case, checking fuel for water goes back to getting the emphasis = it

deserves.

 

Ed

 

Ed Anderson

 

Rv-6A N494BW Rotary Powered

 

Matthews, NC

 

eanderson@carolina.rr.com

 

http://www.andersonee.com

 

http://members.cox.net/rogersda/rotary/configs= .htm#N494BW

 

http://www.dmack.net/mazda/index.html

 

 

-----Original Message-----

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On

Behalf Of Dale Rogers

Sent: Monday, October 20, 2008 11:40 AM

To: Rotary motors in aircraft

Subject: [FlyRotary] Re: Water in Fuel?? (or another adventure in = the

aviation events of Ed Anderson)

 

Bob Mears <bmears9413@aol.com> wrote:

> I actually a little surprised it had that much stumble. I would think =

> with the fuel injection and a re circulating system it would just pass =

> the water through the system and slowly burn it off. I guess it was a =

> fair amount of water and thats all that was going through the system =

> at the time. Like a quart of so in the bottom of the tank. That would =

> take a bit to pass through. Interesting.

 

That depends on how much fuel can be held in a branch that has no outlet =

other than the injector.  If the runs off the main path are short, then =

the effect should be short lived (but pucker-factor is measured in very =

long, individual, nano-seconds).

 

Dale R.

 

 

 

--

Homepage:  http://www.flyrotary.com/

Archive and UnSub:

http://mail.lancaironline.net:81/lists/flyrota= ry/List.html

 

__________ Information from ESET NOD32 Antivirus, version of virus = signature

database 3267 (20080714) __________

 

The message was checked by ESET NOD32 Antivirus.

 

http://www.eset.com

 

 

 

__________ Information from ESET NOD32 Antivirus, version of virus = signature

database 3267 (20080714) __________

 

The message was checked by ESET NOD32 Antivirus.

 

http://www.eset.com

 

 

 

--

Homepage:  http://www.flyrotary.com/

Archive and UnSub:   http://mail.lancaironline.net:81/lists/flyrotary/List.html<= /p>

------=_NextPart_000_0016_01C932B1.0611F490--