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Message-ID: <004601c57131$8bc4bdb0$04f9ecdc@george>
From: "George Lendich" <lendich@optusnet.com.au>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
References: <list-1001567@logan.com>
Subject: Re: [FlyRotary] Re: Engine Not Starting
Date: Wed, 15 Jun 2005 08:36:45 +1000
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Mark,
You must be psychic, you reading my mind on the vapour and air bubbles.
I was thinking of making a fuel rail in an inverted ( but flatter) V shape
and having the by-pass at the apex. But in a bump in the line prior to the
rail is just as good and perhaps easier to install.
George ( down under)

> 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)
> >
> >         .
> >
> >
> >
> >
> >
>
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> >>  Archive:   http://lancaironline.net/lists/flyrotary/List.html
>