Return-Path: Received: from imf18aec.mail.bellsouth.net ([205.152.59.66] verified) by logan.com (CommuniGate Pro SMTP 4.2.8) with ESMTP id 617321 for flyrotary@lancaironline.net; Sat, 22 Jan 2005 08:16:34 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.66; envelope-from=atlasyts@bellsouth.net Received: from [65.8.22.252] by imf18aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050122131602.XMQH2060.imf18aec.mail.bellsouth.net@[65.8.22.252]> for ; Sat, 22 Jan 2005 08:16:02 -0500 User-Agent: Microsoft-Entourage/10.1.4.030702.0 Date: Sat, 22 Jan 2005 08:16:13 -0500 Subject: Re: [FlyRotary] Re: Fuel Injector Sizing From: Bulent Aliev To: Rotary motors in aircraft Message-ID: In-Reply-To: Mime-version: 1.0 Content-type: multipart/alternative; boundary="B_3189226577_19055125" > 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_3189226577_19055125 Content-type: text/plain; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable I=B9ll check it again Ed, but mine varies. I thought the whole idea of being MAP referenced is to react to the MAP changes? Other ways we it can keep th= e pressure constant without the MAP reff. Buly On 1/22/05 7:42 AM, "Ed Anderson" wrote: > Hi Buly, > =20 > Actually, I have a manifold referenced pressure regulator (which if I > understand the concept) attempts to keep the pressure differential betwee= n the > fuel side and manifold side of the injector constant. However, Varying en= gine > manifold pressure (varying throttle opening) does not appear to have any > affect on my fuel pressure. It sits rock steady at 40 psi with one pump = and > goes up to 43 psi with both running regardless of throttle position. I w= ould > expect that as manifold pressure rises from opening the throttle that the= fuel > pressure would rise to keep the pressure differential constant - but, if = that > is indeed happening, I can not detect it. > =20 > Ed A > =20 > =20 >> =20 >> ----- Original Message ----- >> =20 >> From: Bulent Aliev >> =20 >> To: Rotary motors in aircraft >> =20 >> Sent: Friday, January 21, 2005 7:57 PM >> =20 >> Subject: [FlyRotary] Re: Fuel Injector Sizing >> =20 >>=20 >> On 1/21/05 6:37 PM, "Ed Anderson" wrote: >>=20 >> =20 >>> George, my fuel pressure gauge reads between 40 and 43 psi depending o= n >>> whether I have one or both pumps on. I fly with 40 psi (one pump). = My >>> pump (with no flow) will give a pressure of 80 psi, but a regulator ke= eps >>> it at 40-43 psi. I generally check my pumps for their no-flow pressur= e and >>> have noticed over the 6 years that the pressure of the main pump has >>> decreased from 80 psi to 60 psi - so getting near replacement time. T= he >>> spare pump still produces 80 psi - less wear as it is normally only on= for >>> take off and landing. >>>=20 >>> Ed A >>=20 >> Hi Ed, do you set your fuel pressure without the engine running or with= ? The >> MAP varies the FP while running, so I Assume 37 psi without engine run= ning >> would be the benchmark? >> Buly=20 >=20 --B_3189226577_19055125 Content-type: text/html; charset="ISO-8859-1" Content-transfer-encoding: quoted-printable Re: [FlyRotary] Re: Fuel Injector Sizing I’ll check it aga= in Ed, but mine varies. I thought the whole idea of being MAP referenced is = to react to the MAP changes? Other ways we it can keep the pressure constant= without the MAP reff.
Buly


On 1/22/05 7:42 AM, "Ed Anderson" <eanderson@carolina.rr.com&g= t; wrote:

Hi Buly,
Actually, I have a manifold referenced pressure r= egulator (which if I understand the concept) attempts to keep the pressure d= ifferential between the fuel side and manifold side of the injector constant= . However, Varying engine manifold pressure (varying throttle opening) does = not appear to have any affect on my fuel pressure.  It sits rock steady= at 40 psi with one pump and goes up to 43 psi with both running regardless = of throttle position.  I would expect that as manifold pressure rises f= rom opening the throttle that the fuel pressure would rise to keep the press= ure differential constant - but, if that is indeed happening, I can not dete= ct it.
Ed A
 

----- Original Message -----
 
From:  Bulent  Aliev <mailto:atlasyts@bellsouth.net>  
 
To: Rotary motors in aircraft <mailto:flyrotary@lancaironline.net>  
 
Sent: Friday, January 21, 2005 7:57  PM
 
Subject: [FlyRotary] Re: Fuel Injector  Sizing
 

On 1/21/05  6:37 PM, "Ed Anderson" <eanderson@carolina.rr= .com>  wrote:

 
George, my fuel  pressure gauge reads between 40 and 43 psi depending = on whether I have one  or both pumps on.  I fly with 40 psi (one p= ump).   My pump  (with no flow) will give a pressure of 80 ps= i, but a regulator keeps it at  40-43 psi.  I generally check my p= umps for their no-flow pressure and  have noticed over the 6 years that= the pressure of the main pump has  decreased from 80 psi to 60 psi - s= o getting near replacement time.   The spare pump still produces 8= 0 psi - less wear as it is normally  only on for take off and landing.<= BR>
Ed  A

Hi Ed, do you set your fuel pressure without the engine  running or wi= th? The MAP varies the FP while running, so I Assume 37 psi  without en= gine  running would be the benchmark?
Buly

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