Return-Path: Received: from imf22aec.mail.bellsouth.net ([205.152.59.70] verified) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 3083141 for flyrotary@lancaironline.net; Wed, 17 Mar 2004 12:25:40 -0500 Received: from [68.209.14.205] by imf22aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040317172539.HYFW2496.imf22aec.mail.bellsouth.net@[68.209.14.205]> for ; Wed, 17 Mar 2004 12:25:39 -0500 User-Agent: Microsoft-Entourage/10.1.4.030702.0 Date: Wed, 17 Mar 2004 12:25:21 -0500 Subject: Re: [FlyRotary] Re: mainfold hose From: Bulent Aliev To: Rotary motors in aircraft Message-ID: In-Reply-To: Mime-version: 1.0 Content-type: multipart/alternative; boundary="B_3162371121_64957419" > This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. --B_3162371121_64957419 Content-type: text/plain; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Steve, the cars have inertia switch that disables the fuel pump in a crash, simmilar to the ELT trigger. I would feel better if I can disable the fuel pump and stop it from sprayin= g fuel in case of fire? Bulent On 3/17/04 12:11 PM, "Steve Brooks" wrote: > Jim,=20 > Would you please elaborate about why you feel that the primary pump contr= olled > only by the master switch is a very serious fire hazard ? > Cars don=B9t have a separate off switch for the fuel pump, and I don=B9t see = allot > of them burning along the highways. I would really like to know what the > risks are. =20 > =20 > Steve Brooks > =20 > -----Original Message----- > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Be= half > Of Jim Sower > Sent: Wednesday, March 17, 2004 11:40 AM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: mainfold hose > =20 > <... my primary pump runs as long as the master switch is on ...> > I would regard that as potentially a very serious fire hazard. > <... was concerned about a main pump switch that could be accidentally tu= rned > off in flight ...> > I would be inclined to look at that concern as exaggerated if not totally > bogus. A switch on the panel cannot be turned off completely accidentall= y - > you are deliberately turning something off, and if you hit the wrong swit= ch, > the engine will die so fast that you will still have your hand on the swi= tch > and can turn it back on immediately. Additionally, how often are you > manipulating panel switches at altitudes where a 1-second inadvertent shu= tdown > would pose a problem? If you are really REALLY afraid of inadvertent > shutdown, how about using guarded switches on the hp pumps? >=20 > I would NOT hard wire a pump through the master switch ... Jim S. > =20 >=20 > Steve Brooks wrote: >=20 > Paul,=20 > I don't think that it matters which port you use. Either one should give= it > the manifold pressure input. You definitely want to block the other one,= or > if you're going to use a manifold pressure gauge, that would be a good po= int > to connect it.=20 > I was interested in the switch idea on the fuel pump. I have my auxiliar= y > pump on a switch, but my primary pump runs as long as the master switch i= s > on. I was concerned about having a switch on the main pump that could be > accidentally turned off in flight. I have noticed on occasion though, > during my test runs that there was some fuel in the intake plenum that > accumulated a while after shut down. I assume that this is due to some > leakage by the injectors caused by still having fuel pressure on the fuel > rail.=20 >=20 > I am interested to see what other responses you get on the fuel pump swit= ch. > I may want to consider putting one on, though it would have to be located > where it wouldn't get shut off accidentally. >=20 > Steve Brooks=20 > Cozy MKIV 13BT=20 > CH 25 - about ready to shoot the primer >=20 > -----Original Message----- > From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On > Behalf Of sqpilot@earthlink > Sent: Wednesday, March 17, 2004 12:14 AM > To: Rotary motors in aircraft > Subject: [FlyRotary] mainfold hose >=20 > I have to ask another question. My MicroTech ECU has a male fitting onto > which I connected the supplied rubber hose to the TWM throttlebody. The = TWM > throttlebody, however has two male fittings to which the hose could be > connected. They are both in the same area, so it shouldn't matter which = one > I connect to. The question is.....Should I plug the one that I am not > using? Right now I just connected a 1 inch long hose to it and stuck a b= olt > into the end of the hose to plug it, not knowing if I should have plugged= it > or not.=20 > One more question, please. I just finished hooking up two toggle > switches to allow me to turn the high pressure fuel pumps on and off. > Recently, there have been a few posts recommending turning the fuel pump = off > prior to engine shutdown to eliminate those few drops of fuel in the > throttlebody. Do you just turn the pumps off for a few seconds and then > turn off the ignition, or just turn off the pumps and let the engine die > from fuel exhaustion, similar to pulling the mixture lever to shut down a > Lycoming? Inquiring mind wants to know. Thanks in advance for all repl= ies > and advice, as ususal. Paul Conner, 13b powered SQ2000, engine running. >=20 --B_3162371121_64957419 Content-type: text/html; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Re: [FlyRotary] Re: mainfold hose Steve, the cars have in= ertia switch that disables the fuel pump in a crash, simmilar to the ELT tri= gger.
I would feel better if I can disable the fuel pump and stop it from sprayin= g fuel in case of fire?
Bulent

On 3/17/04 12:11 PM, "Steve Brooks" <steve@tsisp.com> wrote= :

Jim,
Would you please elaborate about why you feel that the primary pump control= led only by the master switch is a very serious fire hazard ?
Cars don’t have a separate off switch for the fuel pump, and I don= 217;t see allot of them burning along the highways.  I would really lik= e to know what the risks are.  
 
Steve Brooks
 
-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]On Behalf Of Jim So= wer
Sent: Wednesday, March 17, 2004 11:40 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: mainfold hose
<... my primary pump runs as long as the master switch is on ...> I would regard that as potentially a very serious fire hazard.
<... was concerned about a main pump switch that could be accidentally t= urned off in flight ...>
I would be inclined to look at that concern as exaggerated if not totally b= ogus.  A switch on the panel cannot be turned off completely acc= identally - you are deliberately turning something off, and if= you hit the wrong switch, the engine will die so fast that you will still h= ave your hand on the switch and can turn it back on immediately.  Addit= ionally, how often are you manipulating panel switches at altitudes where a = 1-second inadvertent shutdown would pose a problem?  If you are really = REALLY afraid of inadvertent shutdown, how about using guarded switches on t= he hp pumps?
I would NOT hard wire a pump through the master switch ... Jim= S.
  
 Steve Brooks wrote:
Paul,
I don't think that it matters which port you use.  Either one should g= ive it
the manifold pressure input.  You definitely want to block the other o= ne, or
if you're going to use a manifold pressure gauge, that would be a good poin= t
to connect it.
I was interested in the switch idea on the fuel pump.  I have my auxil= iary
pump on a switch, but my primary pump runs as long as the master switch is =
on.  I was concerned about having a switch on the main pump that could= be
accidentally turned off in flight.  I have noticed on occasion though,=
during my test runs that there was some fuel in the intake plenum that
accumulated a while after shut down.  I assume that this is due to som= e
leakage by the injectors caused by still having fuel pressure on the fuel <= BR> rail.
I am interested to see what other responses you get on the fue= l pump switch.
I may want to consider putting one on, though it would have to be located <= BR> where it wouldn't get shut off accidentally.
Steve Brooks
Cozy MKIV 13BT
CH 25 - about ready to shoot the primer
-----Original Message-----
From:   Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of sqpilot@earthlink
Sent:   Wednesday, March 17, 2004 12:14 AM
To:     Rotary motors in aircraft
Subject:        [FlyRotary] mainfold hos= e
I have to ask another question.  My MicroTech ECU has a m= ale fitting onto
which I connected the supplied rubber hose to the TWM throttlebody.  T= he TWM
throttlebody, however has two male fittings to which the hose could be
connected.  They are both in the same area, so it shouldn't matter whi= ch one
I connect to.  The question is.....Should I plug the one that I am not=
using?  Right now I just connected a 1 inch long hose to it and stuck = a bolt
into the end of the hose to plug it, not knowing if I should have plugged i= t
or not.
     One more question, please.  I just finis= hed hooking up two toggle
switches to allow me to turn the high pressure fuel pumps on and off.
Recently, there have been a few posts recommending turning the fuel pump of= f
prior to engine shutdown to eliminate those few drops of fuel in the
throttlebody.  Do you just turn the pumps off for a few seconds and th= en
turn off the ignition, or just turn off the pumps and let the engine die from fuel exhaustion, similar to pulling the mixture lever to shut down a <= BR> Lycoming?   Inquiring mind wants to know.  Thanks in advance= for all replies
and advice, as ususal.   Paul Conner, 13b powered SQ2000, engine = running.
--B_3162371121_64957419--