Return-Path: <13brv3@bellsouth.net> Received: from imf17aec.mail.bellsouth.net ([205.152.59.65] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 3053497 for flyrotary@lancaironline.net; Mon, 01 Mar 2004 20:46:45 -0500 Received: from rad ([65.0.129.176]) by imf17aec.mail.bellsouth.net (InterMail vM.5.01.06.05 201-253-122-130-105-20030824) with ESMTP id <20040302014639.LWFB1865.imf17aec.mail.bellsouth.net@rad> for ; Mon, 1 Mar 2004 20:46:39 -0500 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: EDDIE manifold more photos Date: Mon, 1 Mar 2004 19:46:41 -0600 Message-ID: <003701c3fff8$35fcfb50$6001a8c0@rad> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0038_01C3FFC5.EB628B50" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0038_01C3FFC5.EB628B50 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Actually, Rusty, you may not have quite the problem I had on cold = morning starts. Since I'm "plugs up" the intake port is on the bottom of the engine, with your "normal" orientation any fuel should run down the = intake and into the chamber, so the lack of good vaporization on cold mornings probably wont' be as nearly as bad. There! feel better now?=20 =20 Thanks, but not really. In my case (and Paul Conner's), the fuel has to = go up a 45 degree incline for about 6 inches, then horz for about a 12 = inches, then it gets to proceed downhill. =20 =20 Lycomings have that ridiculous uphill fuel system, and mine was = impossible to start on really cold days, until I added a primer. The only way I = could start it was to heat up the carb and runners to get some atomization. =20 =20 I do have some concerns about having the injectors so far away, but I = hadn't actually thought of the cold start problems. If the current system = works well, except for cold starts, I may install some sort of primer in the = stock primary injector holes. If I have other problems with having all 4 injectors on the cold side of the engine, I'll see about putting the primaries back in their normal location. This could make for an = interesting fuel rail. =20 =20 Rusty (only two more exhaust bends to fit) ------=_NextPart_000_0038_01C3FFC5.EB628B50 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message
Actually, = Rusty, you may=20 not have quite the problem I had on cold morning starts.  Since I'm = "plugs=20 up" the intake port is on the bottom of the engine, with your "normal"=20 orientation any fuel should run down the intake and into the chamber, so = the=20 lack of good vaporization on cold mornings probably wont' be as nearly = as=20 bad.  There! feel better now? 
 
Thanks, but not = really.  In my=20 case (and Paul Conner's), the fuel has to go up a 45 degree incline = for=20 about 6 inches, then horz for about a 12 inches, then it gets = to=20 proceed downhill.  
 
Lycomings have that = ridiculous=20 uphill fuel system, and mine was impossible to start on = really=20 cold days, until I added a primer.  The only way I could start it = was to=20 heat up the carb and runners to get some=20 atomization.   
 
I do have some concerns about having the = injectors so=20 far away, but I hadn't actually thought of the cold start = problems.  If the=20 current system works well, except for cold starts, I may install = some sort=20 of primer in the stock primary injector holes.  If I have = other=20 problems with having all 4 injectors on the cold side of the engine, = I'll see=20 about putting the primaries back in their normal location.  This = could make=20 for an interesting fuel rail. 
 
Rusty (only two more exhaust bends to=20 fit)
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