X-Virus-Scanned: clean according to Sophos on Logan.com From: "Bill Bradburry" Received: from vms173021pub.verizon.net ([206.46.173.21] verified) by logan.com (CommuniGate Pro SMTP 6.0.10) with ESMTPS id 7253649 for flyrotary@lancaironline.net; Tue, 04 Nov 2014 11:32:29 -0500 Received-SPF: pass receiver=logan.com; client-ip=206.46.173.21; envelope-from=bbradburry@verizon.net Received: from Desktop ([173.57.170.65]) by vms173021.mailsrvcs.net (Oracle Communications Messaging Server 7.0.5.32.0 64bit (built Jul 16 2014)) with ESMTPA id <0NEI00AEQWKJ5780@vms173021.mailsrvcs.net> for flyrotary@lancaironline.net; Tue, 04 Nov 2014 10:31:32 -0600 (CST) X-CMAE-Score: 0 X-CMAE-Analysis: v=2.1 cv=GLe/yVJP c=1 sm=1 tr=0 a=jjhB2sdyIRGi5VbALRhQUw==:117 a=kUPQlYmSbg0A:10 a=o1OHuDzbAAAA:8 a=oR5dmqMzAAAA:8 a=-9mUelKeXuEA:10 a=r77TgQKjGQsHNAKrUKIA:9 a=9iDbn-4jx3cA:10 a=cKsnjEOsciEA:10 a=uxdznmlTAAAA:8 a=Ia-xEzejAAAA:8 a=bUHl1K8Gq6V6y1gIOEQA:9 a=CjuIK1q_8ugA:10 a=SSmOFEACAAAA:8 a=TpHPnFJjN-IT09ofXNAA:9 a=FcddqaSuda9LSWbY:21 a=gKO2Hq4RSVkA:10 a=UiCQ7L4-1S4A:10 a=hTZeC7Yk6K0A:10 a=frz4AuCg-hUA:10 To: "'Rotary motors in aircraft'" References: In-reply-to: Subject: RE: [FlyRotary] Re: SPAM-LOW: [FlyRotary] Re: Fw: Rotary Engine & Fuel Valves Date: Tue, 04 Nov 2014 10:31:31 -0600 Message-id: MIME-version: 1.0 Content-type: multipart/alternative; boundary="----=_NextPart_000_0017_01CFF81A.803CA550" X-Mailer: Microsoft Office Outlook 11 Thread-index: Ac/4QAwAaOTcv1rZQzeRL9hz8IVjKgADC6kQ X-MIMEOLE: Produced By Microsoft MimeOLE V6.0.6002.18463 This is a multi-part message in MIME format. ------=_NextPart_000_0017_01CFF81A.803CA550 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit The second leading cause of experimental crashes, loss of control, most likely is as a result of the first cause, which is fuel system screwups. The best way to die in an experimental plane is to try and reinvent the wheel when you install your fuel system. Find a system that several planes are using and that have not created any deaths and install it in your plane. The nice round wheel has been invented for a long time! http://www.flyingmag.com/blogs/fly-wire/ntsb-safety-study-targets-experiment al-aircraft Bill _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] Sent: Tuesday, November 04, 2014 8:13 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: SPAM-LOW: [FlyRotary] Re: Fw: Rotary Engine & Fuel Valves If you are going to use a common feed system, the best way to do it is via a Left/Right/Both/Off type selector valve. With that system if you are running on "Both" and you have an uneven feed, it's easy to resolve, just switch to the fullest tank. More important is the missing fuel cap scenario. Most aircraft have a vent tube that is situated is such a manner that it works like a little ram air scoop to force air into the vent system. Most pilots think that when you loose a fuel tank cap, the fuel is sucked out ... not so. What happens is the fuel tank without the cap fails to pressurize the way the fuel tank with the cap does. As such (in a "T" or common feed system) the higher pressure tank begins to push the fuel into the lower pressure tank. Of course with no fuel cap, the low pressure tank overfills an the excess fuel goes overboard. Once the last of the fuel passes the common junction, you have fuel starvation and one full tank of fuel that you cannot access. In a system with the described selector valve, selecting between individual tanks would make this a non-event. If you were running on "Both" you could empty the high pressure side but once it started sputtering you could be back in business by switching to the full tank (with no cap) and would still be able to access that fuel. Just something to consider. I just picked up n airplane this past spring that had a common sump system. The first thing I did was convert it to the system I described above. The owner said it didn't feed from the wing tanks evenly and he would have to land sometimes to let the fuel settle out to an even level then press on. This selector valve setup allows you to correct the issue in the air. T Mann Sent from Windows Mail ------=_NextPart_000_0017_01CFF81A.803CA550 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

The second leading cause of = experimental crashes, loss of control, most likely is as a result of the first cause, = which is fuel system screwups.  The best way to die in an experimental = plane is to try and reinvent the wheel when you install your fuel system.  Find = a system that several planes are using and that have not created any deaths and = install it in your plane.  The nice round wheel has been invented for a long = time!

 

http://www.flyingmag.com/blogs/fly-wire/ntsb-safe= ty-study-targets-experimental-aircraft

 

Bill

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Tuesday, November = 04, 2014 8:13 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = SPAM-LOW: [FlyRotary] Re: Fw: Rotary Engine & Fuel = Valves

 

If you are going to use a common feed system, the = best way to do it is via a Left/Right/Both/Off type selector = valve.

With that system if you are running = on “Both” and you have an uneven feed, it’s easy to resolve, just switch to the = fullest tank.

 

More important is the missing fuel cap scenario. = Most aircraft have a vent tube that is situated is such a manner that it = works like a little ram air scoop to force air into the vent system. =

 

Most pilots think that when you loose a fuel tank = cap, the fuel is sucked out ….. not so. What happens is the fuel tank = without the cap fails to pressurize the way the fuel tank with the cap does. As such (in a “T” or common feed system) the higher pressure = tank begins to push the fuel into the lower pressure tank. Of course with no fuel cap, the = low pressure tank overfills an the excess fuel goes = overboard.

 

Once the last of the fuel passes the common = junction, you have fuel starvation and one full tank of fuel that you cannot access. = In a system with the described selector valve, selecting between individual = tanks would make this a non-event. If you were running = on “Both” you could empty the high pressure side but once it started sputtering you could be back = in business by switching to the full tank (with no cap) and would still be = able to access that fuel.

 

Just something to consider. I just picked up n = airplane this past spring that had a common sump system. The first thing I did = was convert it to the system I described above. The owner said it = didn’t feed from the wing tanks evenly and he would have to land sometimes to let the = fuel settle out to an even level then press on. This selector valve setup = allows you to correct the issue in the air.

 

T Mann

 

Sent from Windows Mail

 

 

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