X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao05.cox.net ([68.230.241.34] verified) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 1002564 for flyrotary@lancaironline.net; Wed, 15 Jun 2005 01:48:41 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.34; envelope-from=ALVentures@cox.net Received: from BigAl ([68.7.14.39]) by fed1rmmtao05.cox.net (InterMail vM.6.01.04.00 201-2131-118-20041027) with ESMTP id <20050615054752.MPOH8651.fed1rmmtao05.cox.net@BigAl> for ; Wed, 15 Jun 2005 01:47:52 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: Engine Not Starting Date: Tue, 14 Jun 2005 22:48:06 -0700 Message-ID: <000001c5716d$ce097f30$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C57133.21AAA730" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C57133.21AAA730 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable 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 =20 Before installing the bypass bleeder circuit, it would not re-prime = unless I cracked open a line downstream of the pump. =20 =20 Mark S. =20 I'm not sure I get this. It must be system design dependant. I have = filled my tanks from dead empty; turned on the pump and immediately had fuel pressure. Ran the tanks dry; then added some fuel; turned on the pump - immediately had pressure. True; I have done this on the ground, but = should it be any different in the air. The key may be that the line from my = sump tank to the pump has a slight downward slope so the fuel will fill the = line and the air goes back to the sump. =20 What does the .025 bypass orifice do that open injectors while engine cranking won't do? =20 Al ------=_NextPart_000_0001_01C57133.21AAA730 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

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

 

Before = installing the bypass bleeder circuit, it would not re-prime unless I cracked open a = line downstream of the pump. 

 

Mark = S.

 

I’m not sure I get = this.  It must be system design dependant.  I have filled my tanks from dead = empty; turned on the pump and immediately had fuel pressure.  Ran the = tanks dry; then added some fuel; turned on the pump – immediately had = pressure.  True; I have done this on the ground, but should it be any different in = the air.  The key may be that the line from my sump tank to the pump = has a slight downward slope so the fuel will fill the line and the air goes = back to the sump.

 

What does the .025 bypass orifice = do that open injectors while engine cranking won’t do?

 

Al

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