X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm15-vm0.access.bullet.mail.sp2.yahoo.com ([98.139.44.164] verified) by logan.com (CommuniGate Pro SMTP 5.4c2o) with SMTP id 4883234 for flyrotary@lancaironline.net; Sat, 26 Feb 2011 01:32:13 -0500 Received-SPF: none receiver=logan.com; client-ip=98.139.44.164; envelope-from=bobperk90658@bellsouth.net Received: from [98.139.44.96] by nm15.access.bullet.mail.sp2.yahoo.com with NNFMP; 26 Feb 2011 06:31:37 -0000 Received: from [98.139.44.86] by tm1.access.bullet.mail.sp2.yahoo.com with NNFMP; 26 Feb 2011 06:31:37 -0000 Received: from [127.0.0.1] by omp1023.access.mail.sp2.yahoo.com with NNFMP; 26 Feb 2011 06:31:37 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 832021.89831.bm@omp1023.access.mail.sp2.yahoo.com Received: (qmail 18761 invoked by uid 60001); 26 Feb 2011 06:31:37 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=bellsouth.net; s=s1024; t=1298701897; bh=Lc0Vgr6yEtUBSCOQ8jHttYpVwU7zrpaIQE1P1adFfUE=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=cX0FBc3VbY5X7eTowpfmZSop51NeYFxfcvRedUoXXfvy1p5AzqHPdI5t6/31HCuVgJGGeDyTR4piB/LysXiFZ3CE4m2k8u3ANKe29Ma6GN5XZXl6RK9bofyN9Uv0Sq52IKMxmpRAV9on89zBku1aykYoPey7rjlSWCpoikgoGmc= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=bellsouth.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=wv4VB5M/QxvIW4QjmjnEKfCAvTeiV6Bb5hTzSlKT3aP1/wjOTZdlAkfyl9eV7hqwDbeLdy5Yu1FfmWff3WZw/KtI5g6fAAhTg5/t7P/cRoEjYfT46KpZz0dCau6OzNEqdfIMk3GPI7yxdc2AjteKCaPzXJEHLjmrwbeg90hSdRY=; Message-ID: <249134.18361.qm@web180310.mail.gq1.yahoo.com> X-YMail-OSG: JueTfcEVM1n1cOCbQDO._Ww9Gh9XyL9hIy7n7Js2SwI6AFj r.Isr0ZN_.KsoCZCMwfNu5USgv9jg74awa_xSAuYIoBzvvNbp9CyJCVbG7uE 7wSW3OmTXw6V9mveSUytFOytckdZ.UTc1xoLu1dArlg.i8faEe1Z31b3GRoZ ln.ICUSUtqT.2y54b_JjZUmDhfrBpCJR0Jj_kvdgsaRwWffthrtG2G0h8rRI 2i6vyht.zrdaqMRI5lGNRUKka8PrpL28PtlqyPKh9DSrexfgJdwYcTi_3z00 RRnxG5_aCZGSVA6q_cfbwTy0qpLgvu6DdN1hO0FLD6uZg9h_8SoZs1WU2tJ_ rLR..Q8xrKQ-- Received: from [74.179.249.246] by web180310.mail.gq1.yahoo.com via HTTP; Fri, 25 Feb 2011 22:31:37 PST X-Mailer: YahooMailRC/555 YahooMailWebService/0.8.109.292656 References: Date: Fri, 25 Feb 2011 22:31:37 -0800 (PST) From: Bob Perkinson Subject: Re: [FlyRotary] Re: Fwd: Fuel injector pump cooling?? To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1007118424-1298701897=:18361" --0-1007118424-1298701897=:18361 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable I have seen installations in pictures that have the pumps mounted on the = =0Afirewall covered with a stainless steel shroud. It might have been your= s Ed. =0A The pumps along with the filters and Press. regulator being forwa= rd of the =0Afirewall makes perfect sense. The fuel in the cockpit area wou= ld only be under =0Aambient press, though the return would have a slight po= sitive pressure after the =0Aregulator.=0A=0AEarly on I was influenced by B= ernie Kerr and Todd Bartram, in that they added =0Aextra fuel tanks in the = outboard leading edge. I did the same, but followed =0ABernie's rout and = closed in the last 3 bays of the leading edge making tanks =0Athat held an = extra 14 gallons, (64 gallon total capacity) not that I want to go =0Afar b= ut I didn't want to go some place and have to stop on the way back to get = =0Afuel. Bernie had his tanks gravity feed into the adjacent main tank. I= took a =0Adifferent rout in that the fuel line exits out the back of a cov= er plate on the =0Aspar and travels down the back side of the spar into the= cabin. The lines then =0Apenetrate the center spar section through one of= the predrilled holes. Needless =0Ato say Van's doesn't approve of this al= teration. =0A=0ABob Perkinson=0ARV-9 13B=0A=0A=0A=0A=0A___________________= _____________=0AFrom: Ed Anderson =0ATo: Rotary = motors in aircraft =0ASent: Fri, February 25, = 2011 10:18:20 PM=0ASubject: [FlyRotary] Re: Fwd: Fuel injector pump cooling= ??=0A=0A=0ASo far I have around 560 hours on my two tanks with a single se= lector switch =0Aand a facet pump between tanks and my hi pressure section= . I got around any =0Areturn to tank problem by returning all fuel to a v= ery small header tank =0Aholding around 1/2-3/4 pint of fuel located on the= bottom of my firewall. In =0Aeffect it's almost a 'returnless' system si= milar to that found on many modern =0Aautomobile fuel set ups.=0A =0AI do = have the header tank and Hi pressure pumps located in a fiberglass box =0A= covered with stick back aluminum tape (for radiant heat reflection) and an= =0Ablast tube funneling cooling air into the box. Its worked fine for ov= er 10 =0Ayears.=0A =0AAll Hi pressure fuel elements are forward of the stai= nless steel firewall in =0Athe engine compartment - none in the cockpit ar= ea (my preference). =0A=0A =0AWith my EFISM set to remind me of fuel tra= nsfer at what ever gallon amount I =0Awant (I usually have it set at four = gallons which seems to provide a good set =0Apoint for balance in my Rv-6A= ). The alarm flashes and will not stop until I =0Atake overt action to sw= itch tank and punch off the alarm. Not perfect, but =0Asimply, few parts = and no way to pump fuel out of a tank overboard.=0A =0AWhile that is my pr= eference, so long as it a system is fundamentally safe and =0Aprovides ade= quate indication of fuel status and fuel system condition, any =0Anumber o= f designs can/will work - its all in what makes you feel comfortable.=0A = =0A =0AFWIW=0A =0AEd=0A =0AEdward L. Anderson=0AAnderson Electronic Enterpr= ises LLC=0A305 Reefton Road=0AWeddington, NC 28104=0Ahttp://www.andersonee= .com=0Ahttp://www.eicommander.com=0A=0A=0A=0AFrom: Charlie England =0ASent:= Friday, February 25, 2011 6:00 PM=0ATo: Rotary motors in aircraft =0ASubje= ct: [FlyRotary] Re: Fwd: Fuel injector pump cooling??=0AThanks, Bill. Your= points are why I haven't given that setup serious =0Aconsideration. And w= hile $500 (for the Andair) is cheaper than a crash, it =0Aisn't cheap enou= gh to sound reasonable as a solution. :-) =0A=0A=0AWith an inexpensive pum= p having anti-siphon features, it's making me consider =0Ayet another opti= on: a transfer pump for each tank, with no selector valve at =0Aall. Of c= ourse, that means more (or at least different) complexity, and more =0Awei= ght.=0A=0AThe L/R imbalance issue is about the same for an RV. =0A=0AWitho= ut decisions, I'd have hundreds of hours flying by now....=0A=0ACharlie=0A= =0AOn 2/25/2011 5:40 AM, Bill Schertz wrote: =0ACharlie,=0A>I would caution= about your using a selector =E2=80=98normally=E2=80=99 and returning to = only =0A>one tank. I believe that it puts too much workload on the pilot, = especially =0A>when you don=E2=80=99t have max fuel. I don=E2=80=99t kno= w about RV=E2=80=99s, but my experimental =0A>(KIS) shows a definite de= velopment of the tendency to turn towards the heavy =0A>tank when they g= et very far out of balance due to uneven fuel content. At =0A>about 5 ga= llons difference in the tanks, I start to have to apply steady =0A>press= ure to the ailerons to correct it. So, if you are getting low down to = =0A>half tanks, and start drawing from the non-return tank, it might not= take =0A>very long to deplete that tank with the excess fuel being dumped = into the =0A>return tank. Our pumps move the fuel rather fast, faster (I= believe) than the =0A>certified planes that use that system. A prototy= pe Pulsar with the system as =0A>you described had this problem during a= n early test flight when he started =0A>with ~10 gallons in each tank, s= witched to the non-return tank, and ran out =0A>of gas much faster than = expected, couldn=E2=80=99t get the pump to prime in time from =0A>the ot= her tank, and had an off field landing.=0A> =0A>Andair makes a nice duplex = valve that returns the fuel to the tank it came =0A>from. Costs a lot le= ss than an off field landing.=0A> =0A>FWIW =0A> =0A>Bill Schertz=0A>KIS= Cruiser #4045=0A>N343BS=0A>Phase one testing Completed =0A>From: Charlie = England =0A>Sent: Thursday, February 24, 2011 5:18 PM=0A>To: Rotary motor= s in aircraft =0A>Subject: [FlyRotary] Re: Fwd: Fuel injector pump co= oling??=0A> Ouch; I hadn't thought about that. But I suspect that even = a low pressure =0A>pump would damage the tank if the vent is blocked. Th= anks for the data point =0A>on the fact that a high pressure pump can be= used effectively as a transfer =0A>pump.=0A>=0A>Were you using a separa= te port on the main tank for your transfer point? My =0A>tentative plan = is to T into either the regulator return, or (assuming an =0A>effective = back/anti-siphon setup), into the main supply between tank & engine =0A>= pump. Obviously, the anti-siphon feature would need to be bullet proof t= o tap =0A>the supply line.=0A>=0A>One option I've considered is to use t= he fuel selector 'normally', but have =0A>all regulator bypass return to a = single 'main' tank. This arrangement is =0A>actually used in some certif= ied planes with injected Continentals, but I'm =0A>leery of having my pr= imary engine pump run dry for even a very short interval =0A>as I empty = an aux tank. I suppose that with that arrangement, it would only =0A>run= dry for a couple of seconds ( :-> ), so maybe it would work out fine. A= ny =0A>thoughts?=0A>=0A>=0A>=0A>Charlie=0A>=0A>=0A>On 2/24/2011 2:36 PM,= Steven W. Boese wrote: =0A> =0A>>Charlie,=0A>> =0A>>I initially had my= RV set up with a Facet transfer pump with an external =0A>>check valv= e. The check valve spring was replaced with a slightly stronger =0A>>= one so that it served both the anti back flow and anti siphon function= s. =0A>>The high percentage of the time that the Facet transfer pump = was operating =0A>>convinced me to change to the type (not the exact p= art) of pump you are =0A>>considering. The pump seemed reliable but = after a couple of instances of =0A>>transferring fuel out the receivin= g tank=E2=80=99s vent in spite of a timer on the =0A>>transfer pump, I= eliminated the transfer function altogether. The =0A>>possibility of= applying up to 90 psi to the receiving tank if its vent =0A>>malfunct= ioned did not suit me. It would not take anywhere near this =0A>>pres= sure to fail the tank. The procedure for leak testing the fuel tanks = =0A>>cautions not to apply even a couple of psi to them. The limitati= on here =0A>>really was me, though, not the equipment.=0A>> =0A>>Stev= e Boese=0A>>RV6A 1986 13B NA RD1A EC2=0A>> =0A>> =0A>> =0A>> = =0A>>From:Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On= Behalf =0A>>Of Charlie England=0A>>Sent: Thursday, February 24, 2011 = 12:23 PM=0A>>To: Rotary motors in aircraft=0A>>Subject: [FlyRotary] = Fwd: Fuel injector pump cooling??=0A>> =0A>>=0A>>Anyone see any iss= ues with one of the automotive in-tank pumps being used =0A>>outside the ta= nk? Looking at the overall pump/pickup/regulator/level =0A>>sensor/etc= assemblies in most auto fuel tanks, it would appear that the =0A>>pum= p itself would be above the level of the fuel anyway if the tank is le= ss =0A>>than 1/4 full.=0A>>=0A>>I've been looking for a Facet transfer= pump that has both a backflow valve =0A>>& an anti-siphon valve (4025= 7 is one) but they are very hard to find & =0A>>expensive when you fin= d them. During my search, I ran across this:=0A>>http://www.amazon.com= /gp/product/B000BMBSS0/ref=3Dpd_lpo_k2_dp_sr_3?pf_rd_p=3D486539851&pf_rd_s= =3Dlpo-top-stripe-1&pf_rd_t=3D201&pf_rd_i=3DB002YP4Q3Q&pf_rd_m=3DATVPDKIKX0= DER&pf_rd_r=3D1JFK34G48EBF5R93EB2Y=0A>>=0A>>=0A>>The application appea= rs to be 87-98 GM products.=0A>>=0A>>It appears to be very similar to = the 'standard' in-line pump that Tracy =0A>>supplies, with the excepti= on of plastic components in the output end. =0A>>Assuming that it's a = positive displacement gear pump, it should supply both =0A>>the backflow & = anti-siphon features I desire & at roughly $30 shipped, it's =0A>>chea= per than even the cheapest Facet 'solid state' transfer pumps. I'm =0A= >>hoping that cooling/lube won't be an issue as long as it isn't run '= dry' =0A>>for more than a few seconds at the end of a transfer cy= cle.=0A>>=0A>>Charlie --0-1007118424-1298701897=:18361 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
 I have seen installations in pict= ures that have the pumps mounted on the firewall covered with a stainless s= teel shroud.  It might have been yours Ed.  The pumps along with = the filters and Press. regulator being forward of the firewall makes perfec= t sense. The fuel in the cockpit area would only be under ambient press, th= ough the return would have a slight positive pressure after the regulator.<= /div>

Early on I was influenced by Bernie Kerr and Todd = Bartram, in that they added extra fuel tanks in the outboard leading edge. =   I did the same, but followed Bernie's rout and closed in the last 3 = bays of the leading edge making tanks that held an extra 14 gallons, (64 ga= llon total capacity) not that I want to go far but I didn't want to go some place and have to stop on the way back to get fuel.  Bernie had = his tanks gravity feed into the adjacent main tank.  I took a differen= t rout in that the fuel line exits out the back of a cover plate on the spa= r and travels down the back side of the spar into the cabin.  The line= s then penetrate the center spar section through one of the predrilled hole= s.  Needless to say Van's doesn't approve of this alteration.  


Bob Perkinson
RV-9 13B

<= div style=3D"font-family:times new roman, new york, times, serif;font-size:= 12pt">
From: Ed Anderson <eanderson@caro= lina.rr.com>
To: Rot= ary motors in aircraft <flyrotary@lancaironline.net>
Sent: Fri, February 25, 2011 10:18= :20 PM
Subject: [FlyRot= ary] Re: Fwd: Fuel injector pump cooling??

=0A=0A =0A =0A=0A<= div>So far I have around 560 hours on my two tanks wit= h a =0Asingle selector switch and a facet pump between tanks and my hi pres= sure =0Asection.  I got around any return to tank problem by returning= all fuel to =0Aa very small header tank holding around 1/2-3/4 pint of fue= l located on the =0Abottom of my firewall.  In effect it's almost a 'r= eturnless' system similar =0Ato that found on many modern automobile fuel s= et ups.
=0A
 
=0AI do have the header tank and Hi pressure pumps locat= ed in =0Aa fiberglass box covered with stick back aluminum tape (for radian= t heat =0Areflection) and an blast tube funneling cooling air into the box.=   Its =0Aworked fine for over 10 years.
=0A
 
=0A
All Hi pressure = fuel elements are forward of the stainless =0Asteel firewall in the engine = compartment - none in the cockpit area (my =0Apreference).  
=0A
 
=0A
With my EFISM set to remind me of fuel transfer at what =0Aever = gallon amount I want (I usually have it set at four gallons which seems to = =0Aprovide a good set point for balance in my Rv-6A).  The alarm flash= es and =0Awill not stop until I take overt action to switch tank and punch = off the =0Aalarm.  Not perfect, but simply, few parts and no way to pu= mp fuel out of a =0Atank overboard.
=0A
 
=0A
While that is my preferen= ce, so long as it a system is =0Afundamentally safe and provides adequate i= ndication of fuel status and fuel =0Asystem condition, any number of design= s can/will  work - its all in what =0Amakes you feel comfortable.
=0A
 
=0A
 
=0A
FWIW=0A
 
=0A
Ed
=0A
 
=0A
<= font face=3D"Arial">Edward L. Anderson
Anderson Electronic Enterprises = =0ALLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee.c= om
http://www.eicommander.com
=0A
=0A

=0A
= =0A=0A
Sent: Friday, February 25, 2011 6:0= 0 PM
=0A=0A
Subject: [FlyRotary] Re: Fwd: Fuel injector pump =0Ac= ooling??
=0A

Thanks, Bill. Your points are w= hy I haven't given that setup =0Aserious consideration. And while $500 (for= the Andair) is cheaper than a crash, =0Ait isn't cheap enough to sound rea= sonable as a solution. :-)

With an =0Ainexpensive pump having anti-= siphon features, it's making me consider yet =0Aanother option: a  tra= nsfer pump for each tank, with no selector valve at =0Aall. Of course, that= means more (or at least different) complexity, and more =0Aweight.

= The L/R imbalance issue is about the same for an RV.  =0A

Witho= ut decisions, I'd have hundreds of hours flying by =0Anow....

Charli= e

On 2/25/2011 5:40 AM, Bill Schertz wrote: =0A
=0A
=0A
=0A
Charlie,
=0A
I would caution = about your using a selector =E2=80=98normally=E2=80=99 and returning to =0A= only one tank. I believe that it puts too much workload on the pilot, =0A= especially when you don=E2=80=99t have max fuel. I don=E2=80=99t know abo= ut RV=E2=80=99s, but  my =0A experimental (KIS) shows a definite deve= lopment of the tendency to turn =0A towards the heavy tank when they get v= ery far out of balance due to uneven =0A fuel content. At about 5 gallons = difference in the tanks, I start to have to =0A apply steady pressure to t= he ailerons to correct it. So, if you are getting =0A low down to half tan= ks, and start drawing from the non-return tank, it might =0A not take very= long to deplete that tank with the excess fuel being dumped into =0A the = return tank. Our pumps move the fuel rather fast, faster (I believe) than = =0A the certified planes that use that system.  A prototype Pulsar wi= th the =0A system as you described had this problem during an early test f= light when he =0A started with ~10 gallons in each tank, switched to the n= on-return tank, and =0A ran out of gas much faster than expected, couldn= =E2=80=99t get the pump to prime in =0A time from the other tank, and had = an off field landing.
=0A
 
=0A
Andair makes a n= ice duplex valve that returns the fuel to the tank it =0A came from. Costs= a lot less than an off field landing.
=0A
 
=0A FWIW 
=0A
 
=0A
Bill =0A Schertz
KIS Cruiser #404= 5
N343BS
Phase one testing Completed
=0A
=0A
=0A
 
=0A
=0A =0A Sent: Thursday, February 24, 2011 5:18 PM
=0A =0A
Su= bject: [FlyRotary] Re: Fwd: Fuel injector pump =0A cooling??
=0A
 
=0A
Ouch; =0A I hadn't thought about that. = But I suspect that even a low pressure pump would =0A damage the tank if t= he vent is blocked. Thanks for the data point on the fact =0A that a high = pressure pump can be used effectively as a transfer =0A pump.

Were = you using a separate port on the main tank for your transfer =0A point? My= tentative plan is to T into either the regulator return, or =0A (assuming= an effective back/anti-siphon setup), into the main supply between =0A ta= nk & engine pump. Obviously, the anti-siphon feature would need to be = =0A bullet proof to tap the supply line.

One option I've considered= is to =0A use the fuel selector 'normally', but have all regulator bypass= return to a =0A single 'main' tank. This arrangement is actually used in = some certified planes =0A with injected Continentals, but I'm leery of hav= ing my primary engine pump run =0A dry for even a very short interval as I= empty an aux tank. I suppose that with =0A that arrangement, it would onl= y run dry for a couple of seconds ( :-> ), so =0A maybe it would work o= ut fine. Any =0A thoughts?



Charlie


On 2/24/2011 = 2:36 PM, Steven W. =0A Boese wrote: =0A
=0A=0A = =0A =0A=0A
=0A

Charlie,

=0A

 

=0A = I initially had my =0A RV set up with a Facet transfer pump with an exte= rnal check valve.  The =0A check valve spring was replaced with a s= lightly stronger one so that it =0A served both the anti back flow and a= nti siphon functions.  The high =0A percentage of the time that the= Facet transfer pump was operating convinced =0A me to change to the typ= e (not the exact part) of pump you are  =0A considering.  The = pump seemed reliable but after a couple of instances =0A of transferring= fuel out the receiving tank=E2=80=99s vent in spite of a timer on =0A t= he transfer pump, I eliminated the transfer function altogether.  The = =0A possibility of applying up to 90 psi to the receiving tank if its ve= nt =0A malfunctioned did not suit me.  It would not take anywhere n= ear this =0A pressure to fail the tank.  The procedure for leak tes= ting the fuel =0A tanks cautions not to apply even a couple of psi to th= em.  The =0A limitation here really was me, though, not the =0A = equipment.

=0A

 

= =0A

Steve =0A Boese

=0A

RV6A 1986 13B NA =0A RD1= A EC2

=0A

 

=0A =

 

=0A

<= span style=3D"FONT-FAMILY:'sans-serif';COLOR:rgb(31,73,125);FONT-SIZE:11pt;= ">  

=0A

 

=0A =
=0A
=0A

From: =0A Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf =0A Of C= harlie England
Sent: Thursday, February 24, 2011 12:23 =0A PM<= br>To: Rotary motors in aircraft
Subject: [FlyRotary] =0A = Fwd: Fuel injector pump cooling??

=0A

 

=0A


A= nyone see any =0A issues with one of the automotive in-tank pumps being = used outside the tank? =0A Looking at the overall pump/pickup/regulator/= level sensor/etc assemblies in =0A most auto fuel tanks, it would appear= that the pump itself would be above =0A the level of the fuel anyway if= the tank is less than 1/4 full.

I've =0A been looking for a Face= t transfer pump that has both a backflow valve & =0A an anti-siphon = valve (40257 is one) but they are very hard to find & =0A expensive = when you find them. During my search, I ran across =0A this:
<= a rel=3D"nofollow" target=3D"_blank" href=3D"http://www.amazon.com/gp/produ= ct/B000BMBSS0/ref=3Dpd_lpo_k2_dp_sr_3?pf_rd_p=3D486539851&pf_rd_s=3Dlpo= -top-stripe-1&pf_rd_t=3D201&pf_rd_i=3DB002YP4Q3Q&pf_rd_m=3DATVP= DKIKX0DER&pf_rd_r=3D1JFK34G48EBF5R93EB2Y">http://www.amazon.com/gp/prod= uct/B000BMBSS0/ref=3Dpd_lpo_k2_dp_sr_3?pf_rd_p=3D486539851&pf_rd_s=3Dlp= o-top-stripe-1&pf_rd_t=3D201&pf_rd_i=3DB002YP4Q3Q&pf_rd_m=3DATV= PDKIKX0DER&pf_rd_r=3D1JFK34G48EBF5R93EB2Y

The =0A applica= tion appears to be 87-98 GM products.

It appears to be very =0A s= imilar to the 'standard' in-line pump that Tracy supplies, with the =0A = exception of plastic components in the output end. Assuming that it's a =0A= positive displacement gear pump, it should supply both the backflow &am= p; =0A anti-siphon features I desire & at roughly $30 shipped, it's = cheaper =0A than even the cheapest Facet 'solid state' transfer pumps. I= 'm hoping that =0A cooling/lube won't be an issue as long as it isn't ru= n 'dry' for more than a =0A few seconds at the end of a transfer =0A = cycle.

Charlie



=0A
=0A=0A=0A<= /body> --0-1007118424-1298701897=:18361--