Received-SPF: pass
 receiver=logan.com; client-ip=66.133.182.164; envelope-from=canarder@frontiernet.net
Message-ID: <42AEED0A.5060407@frontiernet.net>
Date: Tue, 14 Jun 2005 09:43:22 -0500
From: Jim Sower <canarder@frontiernet.net>
User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.7) Gecko/20040514
MIME-Version: 1.0
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] Re: Engine Not Starting
References: <list-1001460@logan.com>
In-Reply-To: <list-1001460@logan.com>
Content-Type: text/plain; charset=windows-1252; format=flowed
Content-Transfer-Encoding: 8bit

I'm putting a bypass like that in the highest point of my fuel line 
(between pump and rail) as I think it will also prevent, or at the very 
least, alleviate, a vapor lock situation. A .030 or .040 jet will pass a 
LOT of air/vapor but not enough fuel to impact anything.
Or that's my bet anyway ... Jim S.

Mark R Steitle wrote:

> George,
>
> That may have been me following Paul Conner’s first engine-out 
> landing. I picked up the idea from the Eggenfellner Subaru group. They 
> had had a couple of instances where pilots ran one tank dry and then 
> couldn’t get the EFI pump to re-prime, and ended up in off-field 
> landings. It is now a mandatory change for anyone running the 
> Eggenfellner package. I used a small carburetor jet from my stash of 
> 2-cycle motorcycle jets. It was about .020-025” and installed so as to 
> bypass the pressure regulator, bleeding air back through the fuel 
> return line. I have tested my setup and it allows enough pressure 
> relief to permit the pump to re-prime if I run a tank dry. Before 
> installing the bypass bleeder circuit, it would not re-prime unless I 
> cracked open a line downstream of the pump.
>
> Mark S.
>
> ------------------------------------------------------------------------
>
> *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] 
> *On Behalf Of *Kelly Troyer
> *Sent:* Monday, June 13, 2005 8:23 PM
> *To:* Rotary motors in aircraft
> *Subject:* [FlyRotary] Re: Engine Not Starting
>
> Georges & George,
>
> I used a .020 thousands (.508 mm) !
>
> --
> Kelly Troyer
> Dyke Delta/13B/RD1C/EC2
>
>
>     -------------- Original message from "George Lendich"
>     <lendich@optusnet.com.au>: --------------
>
>
>         Georges,
>
>         Very small is my guess, someone on here gave that suggestion
>         some time ago and I can't remember the size they suggested.
>         It's just to relieve the pressure after shut down. The loss
>         during running is so small as not to matter.
>
>         I thought it was a great idea !
>
>         George ( down under)
>
>         What maximum size orifice would you use in the bypass hose?
>
>         Georges B.
>
>         /-------Original Message-------/
>
>         */From:/* Rotary motors in aircraft
>         <mailto:flyrotary@lancaironline.net>
>
>         */Date:/* 06/13/05 15:50:42
>
>         */To:/* Rotary motors in aircraft
>         <mailto:flyrotary@lancaironline.net>
>
>         */Subject:/* [FlyRotary] Re: Engine Not Starting
>
>> 3. Always stop the engine by turning off the fuel pump, so that
>
>> there is no fuel pressure in the line. Otherwise, unburned
>         fuel may
>
>> leak from the still pressurized injectors into the rotors and
>         increase
>
>> the chances of hard starting or flooding the next time you
>         try to start
>
>> the engine.
>
>         Bob,
>
>         The suggested low volume by-pass hose ( by passing the fuel
>         pressure
>
>         regulator) will also solve that problem.
>
>         George ( down under)
>
>         .
>
>         	
>
>         	
>