X-Virus-Scanned: clean according to Sophos on Logan.com From: "Mark McClure" Received: from st11p02mm-asmtp001.mac.com ([17.172.220.236] verified) by logan.com (CommuniGate Pro SMTP 6.0.10) with ESMTPS id 7253002 for flyrotary@lancaironline.net; Tue, 04 Nov 2014 06:04:56 -0500 Received-SPF: pass receiver=logan.com; client-ip=17.172.220.236; envelope-from=markmcclure@me.com Received: from [192.168.2.145] (rrcs-96-10-52-194.se.biz.rr.com [96.10.52.194]) by st11p02mm-asmtp001.mac.com (Oracle Communications Messaging Server 7u4-27.10(7.0.4.27.9) 64bit (built Jun 6 2014)) with ESMTPSA id <0NEI00IYDHF37E40@st11p02mm-asmtp001.mac.com> for flyrotary@lancaironline.net; Tue, 04 Nov 2014 11:04:22 +0000 (GMT) X-Proofpoint-Virus-Version: vendor=fsecure engine=2.50.10432:5.12.52,1.0.28,0.0.0000 definitions=2014-11-04_05:2014-11-03,2014-11-04,1970-01-01 signatures=0 X-Proofpoint-Spam-Details: rule=notspam policy=default score=0 spamscore=0 suspectscore=0 phishscore=0 adultscore=0 bulkscore=0 classifier=spam adjust=0 reason=mlx scancount=1 engine=7.0.1-1408290000 definitions=main-1411040108 Content-type: multipart/alternative; boundary=Apple-Mail-E14F981A-5CEC-4145-B2F2-08725B0D1E96 Content-transfer-encoding: 7bit MIME-version: 1.0 (1.0) Subject: Re: [FlyRotary] Re: Fw: Rotary Engine & Fuel Valves Message-id: <8F917A45-93BC-400D-A958-AD3EDA5D9ABD@me.com> Date: Tue, 04 Nov 2014 06:04:17 -0500 References: In-reply-to: To: Rotary motors in aircraft X-Mailer: iPad Mail (12A365) --Apple-Mail-E14F981A-5CEC-4145-B2F2-08725B0D1E96 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable I'm a huge fan of the transfer pump method. But I think this would depend on= your tank setup. For me building a Glasair I have a single wing tank and a h= eader tank. The header is a perfect reserve fuel tank. One hours worth of f= lying. Easy plumbing dumps that into the main and you are off. (Gravity or x= fer pump)=20 As for a T valve for low wing aircraft. I have flown behind a turbine low wi= ng with a T. Fuel splits were not that common as long as the aircraft was f= lown in balance. And if you wanted to pull from one vs the other to get rid o= f an unbalance you just let ball go out.=20 Mark McClure > On Oct 31, 2014, at 9:54 AM, Charlie England = wrote: >=20 >> On 10/31/2014 8:09 AM, Ernest Christley wrote: >>=20 >>=20 >>=20 >> On Friday, October 31, 2014 12:57 AM, Charlie England wrote: >>=20 >> >But...Didn't you mention 6psi fuel pressure? If that's correct, then why= have a return line at all? If it's a carb engine,=20 >> >just use Facet 'solid state' (interrupter style) pumps. No return line n= eeded. >>=20 >> Good point, Charlie, but the engine came with one of those AeroVee carbs o= n it. It's basically a throttle body with a drip feed for fuel. It gets up= set with more that 2psi of pressure, and there are very few regulators that a= re accurate down that low. They're basically designed to be gravity fed, an= d the 601XL doesn't have a header tank.=20 >>=20 >> I'm now seriously considering the transfer pump configuration. Now that I= 've been reminded, I remember that Tracy has been flying with that setup for= years. I've got to think about it more. > But what can you use for a bypass style regulator that's accurate at 2 psi= , anyway?=20 >=20 > Facet makes cube ('solid state') pumps rated as low as 2.0 psi max. Here's= a list; the window scrolls for more models. >=20 > http://www.facet-purolator.com/cube-fuel-pumps.php >=20 > That page mentions 'optional check valve' (CV) but doesn't explain the PSO= column. That's basically a 'positive shutoff' or anti-siphon that prevents f= uel from flowing through the pump if it's not running. Whether you want that= depends on how you plumb the installation. 2 in parallel, you could potenti= ally eliminate valves. 2 in series, twice the pressure but no flow unless bo= th are running. The .pdf link in the page has a better description. >=20 --Apple-Mail-E14F981A-5CEC-4145-B2F2-08725B0D1E96 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit
I'm a huge fan of the transfer pump method. But I think this would depend on your tank setup. For me building a Glasair I have a single wing tank and a header tank. The header is a perfect reserve fuel tank.  One hours worth of flying. Easy plumbing dumps that into the main and you are off. (Gravity or xfer pump) 

As for a T valve for low wing aircraft. I have flown behind a turbine low wing with a T.  Fuel splits were not that common as long as the aircraft was flown in balance. And if you wanted to pull from one vs the other to get rid of an unbalance you just let ball go out. 

Mark McClure



On Oct 31, 2014, at 9:54 AM, Charlie England <flyrotary@lancaironline.net> wrote:

On 10/31/2014 8:09 AM, Ernest Christley wrote:



On Friday, October 31, 2014 12:57 AM, Charlie England <flyrotary@lancaironline.net> wrote:

>But...Didn't you mention 6psi fuel pressure? If that's correct, then why have a return line at all? If it's a carb engine,
>just use Facet 'solid state' (interrupter style) pumps. No return line needed.

Good point, Charlie, but the engine came with one of those AeroVee carbs on it.  It's basically a throttle body with a drip feed for fuel.  It gets upset with more that 2psi of pressure, and there are very few regulators that are accurate down that low.  They're basically designed to be gravity fed, and the 601XL doesn't have a header tank.

I'm now seriously considering the transfer pump configuration.  Now that I've been reminded, I remember that Tracy has been flying with that setup for years.  I've got to think about it more.


But what can you use for a bypass style regulator that's accurate at 2 psi, anyway?

Facet makes cube ('solid state') pumps rated as low as 2.0 psi max. Here's a list; the window scrolls for more models.

http://www.facet-purolator.com/cube-fuel-pumps.php

That page mentions 'optional check valve' (CV) but doesn't explain the PSO column. That's basically a 'positive shutoff' or anti-siphon that prevents fuel from flowing through the pump if it's not running. Whether you want that depends on how you plumb the installation. 2 in parallel, you could potentially eliminate valves. 2 in series, twice the pressure but no flow unless both are running. The .pdf link in the page has a better description.

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