X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from outbound-mail.vgs.untd.com ([64.136.55.15] verified) by logan.com (CommuniGate Pro SMTP 5.3.7) with SMTP id 4340207 for flyrotary@lancaironline.net; Tue, 08 Jun 2010 11:00:16 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.136.55.15; envelope-from=alwick@juno.com DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=juno.com; s=alpha; t=1276009180; bh=47DEQpj8HBSa+/TImW+5JCeuQeRkm5NMpJWZG3hSuFU=; l=0; h=Message-ID:From:To:Subject:Date:Content-Type; b=QEj3T3Y8DnDKMVsovuVF+XPvFqGAGy5fwQqvVXn+kySy9JJonaEZP/MHsonfuu9Wo 6AjW061rogKCf8vq529J2tSQqIUmBM0zwEl1VgciCrgIl0Ms1XUDMCqjqiD8Wc63KC 181KOlclPpk2LX5GbuW7onT9EBm97ZPjyQ2+2CF8= Received: from Penny (c-98-246-117-71.hsd1.or.comcast.net [98.246.117.71]) by smtpout05.vgs.untd.com with SMTP id AABGA6YX8AHMXRE2 for (sender ); Tue, 8 Jun 2010 07:59:10 -0700 (PDT) Message-ID: <19E8180084F64DE0BE6F8ECFDDC7CD93@Penny> From: "Al Wick" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: high/low pressure pumps question Date: Tue, 8 Jun 2010 07:59:11 -0700 MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_0285_01CB06E0.7B3DF4D0"; type="multipart/alternative" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Windows Mail 6.0.6002.18197 X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6002.18197 X-UNTD-BodySize: 76624 X-ContentStamp: 56:28:324566827 X-MAIL-INFO: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 8091149db915b90911d5c1340901f5f58d144d095029a56429648109f54de0e50000cd949070e1c9019d1059e9a0f0c4f1e061a000492db1b151c9fda9b53175d4049931d1eded55a0e02d40a4f4ddf5c41d30f46d451138381555857d647419d9207974b96060a07901440d05810481cd9130c4c1bdb984f5d5e9ad9090453d81e4e02091e4106db0f140adf1b0650d60207061992db131f031d405fdf9a4c950656d54541d94f499b9ed357db58d70b46d40ed552155ed3945b0455db5341471b9b974e1d974f5 X-UNTD-OriginStamp: L941HVjjYzDhN3itp//mkJG4fzuFQCSAkV746j2+pjCNA56WESfxtw== X-UNTD-Peer-Info: 10.181.42.35|smtpout05.vgs.untd.com|smtpout05.vgs.untd.com|alwick@juno.com This is a multi-part message in MIME format. ------=_NextPart_000_0285_01CB06E0.7B3DF4D0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0286_01CB06E0.7B3DF4D0" ------=_NextPart_001_0286_01CB06E0.7B3DF4D0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Ed. You often make significant contributions that help improve flight = safety. If you share your fuel design, at least do the calculations and = let users know how close this is to vapor lock. We're talking about life = risk here. You are glossing over my point and changing the topic. = Returning fuel to pump inlet is very risky and should not be done unless = you desire to operate on the threshold of vapor lock. I agree, there is one exception. That's if you have one of the new fuel = pump controllers that measures fuel parameters and alters pump speed. I = looked into that one years ago. Talk about added complexity! On with the good stuff! -al wick ----- Original Message -----=20 From: Ed Anderson=20 To: Rotary motors in aircraft=20 Sent: Monday, June 07, 2010 8:00 AM Subject: [FlyRotary] Re: high/low pressure pumps question Points noted, Al. =20 However, would like to point out that today many automotive fuel = systems DO NOT return fuel to the tanks - they use the "No-Return" fuel = systems whereby pump pressure is regulated to prevent vapor lock. = However, these are systems with the pumps generally embed in the fuel = tank - thereby minimizing (if not eliminating) your concern about the = return being "T" back into the line close to the high pressure pump = intake. With millions of autos now using this system - it would appear = to be a viable approach if done correctly (always the caveat {:>)) =20 That is one point that Charlie made - was the possibility of using a = simple PWM circuit to control pump pressure similar to the no-return = Auto systems. =20 For those interested, here is a fairly good non-technical description = of a no-return system used in automobiles. =20 Ed =20 http://www.picoauto.com/tutorials/fuel-injection.html =20 Returnless Fuel Systems Have been adopted by several motor manufacturers and differ from the = conventional by having a delivery pipe only to the fuel rail with no = return flow back to the tank. The returnless systems, both the mechanical and the electronic = versions, were necessitated by emissions laws. The absence of heated = petrol returning to the fuel tank reduces the amount of evaporative = emissions, while the fuel lines are kept short, thus reducing build = costs. Mechanical Returnless Fuel Systems The 'returnless' system differs from the norm by having the pressure = regulator inside the fuel tank. When the fuel pump is activated, fuel = flows into the system until the required pressure is obtained; at this = point 'excess' fuel is bled past the pressure regulator and back into = the tank. The 'flow and return' system has a vacuum supply to the pressure = regulator: this enables the fuel pressure to be increased whenever the = manifold vacuum drops, providing fuel enrichment under acceleration. The 'returnless' system has no mechanical compensation affecting the = fuel pressure, which remains at a higher than usual 44 to 50 psi. By = increasing the delivery pressure, the ECM (Electronic Control Module) = can alter the injection pulse width to give the precise delivery, = regardless of the engine load and without fuel pressure compensation. Electronic Returnless Fuel Systems This version has all the required components fitted within the one = unit of the submersible fuel pump. It contains a small particle filter = (in addition to the strainer), pump, electronic pressure regulator, fuel = level sensor and a sound isolation system. The electronic pressure = regulator allows the pressure to be increased under acceleration = conditions, and the pump's output can be adjusted to suit the engine's = fuel demand. This prolongs the pump's life as it is no longer providing = a larger than required output delivery. The Electronic Control Module (ECM) supplies the required pressure = information, while the fuel pump's output signal is supplied in the form = of a digital squarewave. Altering the squarewave's duty cycle affects = the pump's delivery output. To compensate for the changing viscosity of the fuel with changing = fuel temperature, a fuel rail temperature sensor is installed. A = pulsation damper may also be fitted ahead of or inside the fuel rail. Here is one rendition of such a system in an auto application =20 =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Al Wick Sent: Monday, June 07, 2010 9:25 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: high/low pressure pumps question =20 I'm really concerned for your life risk. This is a very high risk fuel = design. Puts your fuel pressure at pump inlet very very close to the = vapor pressure of fuel. This suddenly makes the design sensitive to a = whole bunch of environmental factors.=20 =20 Ask this question: Millions of automobiles. When they designed = automotive fuel systems, why did every single engineer return fuel to = tank instead of pump inlet? So much more expensive to send to tank.=20 =20 You can bench test your design and prove how close it is to failure. = Just need to measure fuel pressure at pump inlet, measure pump temp. Use = hair dryer to force pump to higher temp. Put all the numbers in = spreadsheet, then calculate distance between vapor pressure and your = readings. Adjust for worst case, which would be high altitude airport, = hot day sitting on tarmac for 1 hour, heat soaked engine compartment, = car fuel containing ethanol.=20 =20 Marginal designs can fly for years without failure. This is the nature = of failure. Use care, I'm concerned.=20 =20 -al wick =20 =20 ----- Original Message -----=20 From: Charlie England=20 To: Rotary motors in aircraft=20 Sent: Sunday, June 06, 2010 6:47 AM Subject: [FlyRotary] Re: high/low pressure pumps question =20 Hope this helps... On 6/6/2010 2:21 AM, Todd Bartrim wrote: > > Hi Charlie; > Hmmmnn, I gotta say a picture (or drawing) is worth a thousand = words. > Todd (sent on my new-fangled google phone with a really damn small = > keyboard) > >> On 2010-06-05 8:46 PM, "Charlie England" > > wrote: >> >> Hi Todd, >> >> My thought is to set up the fuel path thus: fuel source through a = T=20 >> into injection pumps, through filters, through combining T, = through=20 >> the regulator(in cockpit), through firewall to engine. The=20 >> regulator's bypass port (in the cockpit) would be plumbed just = like=20 >> yours, except no heat exchanger since the bypass fuel would never = see=20 >> the heat of the engine compartment. The bypass would still T into = the=20 >> supply to the injection pumps, like your system. Obviously, a=20 >> manifold pressure line would be required through the firewall = into=20 >> the cockpit to the pressure regulator. >> >> My original plan (different injection that didn't require a = return=20 >> line) was similar to your selector setup: main tanks feeding = stock=20 >> van's selector, with the 3rd port on it being fed by a 2nd vans=20 >> selector to select either of the 2 aux tanks. No transfer pump = would=20 >> have been required, & no crossover valve. Failure of the primary=20 >> valve could have been a 'show stopper', but the newer valves seem = to=20 >> be rock solid reliable. Going to this system using the gear type=20 >> pumps requiring a return line forced re-thinking. Using your idea = to=20 >> return the bypassed fuel at the pump inlet effectively eliminates = the=20 >> 'return' issue, & tempts me to return to the original fuel = selector=20 >> layout, with the addition of a Facet boost pump. The fact that = the=20 >> optical sensors will work looking into the side of a fuel line = (the=20 >> T), instead of needing them in the tank & that they still give = almost=20 >> a full minute's warning, is very encouraging. I'll start looking = for=20 >> a convenient place to mount them. >> >> I hope that Tracy will chime in on how he plumbed the regulator = on=20 >> his -8. >> >> Many thanks for the extra details. >> >> Charlie >> >> >> >> On 6/5/2010 12:32 PM, Todd Bartrim wrote: >> >> > >> > Hi Charlie >> > Not sure I understand correctly what you mean? Can you >> sketch it out quickly? I'... >> >> > *From*: Charlie England > >> > .. >> >> > *Subject*: [FlyRotary] Re: high/low pressure pumps question >> > *Date*: Sat, 05 Jun 2010 08:38:09 -0... >> >> >> >> -- >> Homepage: http://www.flyrotary.com/ >> Archive and UnSub: http://mail.lancaironline.net:81/lists... >> -------------------------------------------------------------------------= --- -- Homepage: http://www.flyrotary.com/ Archive and UnSub: = http://mail.lancaironline.net:81/lists/flyrotary/List.html ------=_NextPart_001_0286_01CB06E0.7B3DF4D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi Ed. You often make significant = contributions=20 that help improve flight safety. If you share your fuel design, at least = do the=20 calculations and let users know how close this is to vapor lock. We're = talking=20 about life risk here. You are glossing over my point and changing the = topic.=20 Returning fuel to pump inlet is very risky and should not be done unless = you=20 desire to operate on the threshold of vapor lock.
 
I agree, there is one exception. That's = if you=20 have one of the new fuel pump controllers that measures fuel = parameters and=20 alters pump speed. I looked into that one years ago. Talk about added=20 complexity!
 
On with the good stuff!
 
-al wick
----- Original Message -----
From:=20 Ed=20 Anderson
Sent: Monday, June 07, 2010 = 8:00 AM
Subject: [FlyRotary] Re: = high/low=20 pressure pumps question

Points = noted,=20 Al.

 

However, = would like=20 to point out that today many automotive fuel systems DO NOT return = fuel to the=20 tanks =96 they use the  =93No-Return=94 fuel systems whereby pump = pressure is=20 regulated to prevent vapor lock. However, these are systems with the = pumps=20 generally embed in the fuel tank =96 thereby minimizing (if not = eliminating)=20 your concern about the return being =93T=94 back into the line close = to the high=20 pressure pump intake.  With millions of autos now using this = system =96 it=20 would appear to be a viable approach if done correctly (always the = caveat=20 {:>))

 

That is one = point=20 that Charlie made - was the possibility of using a simple PWM circuit = to=20 control pump pressure similar to the no-return Auto=20 systems.

 

For those = interested,=20 here is a fairly good non-technical description of a no-return system = used in=20 automobiles.

 

Ed

 

http://www= .picoauto.com/tutorials/fuel-injection.html<= /B>

 

Returnless Fuel Systems

Have=20 been adopted by several motor manufacturers and differ from the = conventional=20 by having a delivery pipe only to the fuel rail with no return flow = back to the=20 tank.

The=20 returnless systems, both the mechanical and the electronic versions, = were=20 necessitated by emissions laws. The absence of heated petrol returning = to the=20 fuel tank reduces the amount of evaporative emissions, while the fuel = lines=20 are kept short, thus reducing build = costs.

Mechanical Returnless Fuel = Systems

The=20 =91returnless=92 system differs from the norm by having the pressure = regulator=20 inside the fuel tank. When the fuel pump is activated, fuel flows into = the=20 system until the required pressure is obtained; at this point = =91excess=92 fuel is=20 bled past the pressure regulator and back into the=20 tank.

The=20 =91flow and return=92 system has a vacuum supply to the pressure = regulator: this=20 enables the fuel pressure to be increased whenever the manifold vacuum = drops,=20 providing fuel enrichment under = acceleration.

The=20 =91returnless=92 system has no mechanical compensation affecting the = fuel=20 pressure, which remains at a higher than usual 44 to 50 psi. By = increasing the=20 delivery pressure, the ECM (Electronic Control Module) can alter the = injection=20 pulse width to give the precise delivery, regardless of the engine = load and=20 without fuel pressure compensation.

Electronic Returnless Fuel = Systems

This=20 version has all the required components fitted within the one unit of = the=20 submersible fuel pump. It contains a small particle filter (in = addition to the=20 strainer), pump, electronic pressure regulator, fuel level sensor and = a sound=20 isolation system. The electronic pressure regulator allows the = pressure to be=20 increased under acceleration conditions, and the pump=92s output can = be adjusted=20 to suit the engine's fuel demand. This prolongs the pump=92s life as = it is no=20 longer providing a larger than required output=20 delivery.

The=20 Electronic Control Module (ECM) supplies the required pressure = information,=20 while the fuel pump=92s output signal is supplied in the form of a=20 digital squarewave. Altering the squarewave=92s duty = cycle affects=20 the pump=92s delivery output.

To=20 compensate for the changing viscosity of the fuel with changing fuel=20 temperature, a fuel rail temperature sensor is installed. A pulsation = damper=20 may also be fitted ahead of or inside the fuel=20 rail.

Here is one rendition of such a system in an auto=20 application

 

 

Ed=20 Anderson

Rv-6A N494BW=20 Rotary Powered

Matthews,=20 NC

eanderson@carolina.rr.com

http://www.andersonee.com

http://www.dmack.net/mazda/index.html

http://www.flyrotary.com/

http://members.cox.net/rogersda/rotary/configs.htm#N494BW

http://www.r= otaryaviation.com/Rotorhead%20Truth.htm

From:=20 Rotary motors in aircraft = [mailto:flyrotary@lancaironline.net] On=20 Behalf Of Al Wick
Sent: Monday, June 07, 2010 = 9:25=20 AM
To: = Rotary motors in aircraft
Subject: [FlyRotary] Re: = high/low=20 pressure pumps question

 

I'm really concerned for = your life=20 risk. This is a very high risk fuel design. Puts your fuel pressure at = pump=20 inlet very very close to the vapor pressure of fuel. This suddenly = makes the=20 design sensitive to a whole bunch of environmental factors.=20

 

Ask this question: = Millions of=20 automobiles. When they designed automotive fuel systems, why did every = single=20 engineer return fuel to tank instead of pump inlet? So much more = expensive to=20 send to tank.

 

You can bench test your = design and=20 prove how close it is to failure. Just need to measure fuel pressure = at pump=20 inlet, measure pump temp. Use hair dryer to force pump to higher temp. = Put all=20 the numbers in spreadsheet, then calculate distance between vapor = pressure and=20 your readings. Adjust for worst case, which would be high altitude = airport,=20 hot day sitting on tarmac for 1 hour, heat soaked engine compartment, = car fuel=20 containing ethanol.

 

Marginal designs can fly = for years=20 without failure. This is the nature of failure. Use care, I'm = concerned.=20

 

-al=20 wick

 

 

----- Original Message -----=20

From: Charlie=20 England

To: Rotary motors in = aircraft=20

Sent: Sunday,=20 June 06, 2010 6:47 AM

Subject:=20 [FlyRotary] Re: high/low pressure pumps=20 question

 

Hope this=20 helps...

On 6/6/2010 2:21 AM, Todd Bartrim = wrote:
>
> Hi=20 Charlie;
> Hmmmnn, I gotta say a picture (or drawing) is worth = a=20 thousand words.
> Todd (sent on my new-fangled google phone = with a=20 really damn small
> keyboard)
>
>> On = 2010-06-05 8:46=20 PM, "Charlie England" <ceengland@bellsouth.net=20
>> <mailto:ceengland@bellsouth.net>>=20 wrote:
>>
>> Hi Todd,
>>
>> My = thought=20 is to set up the fuel path thus: fuel source through a T =
>> into=20 injection pumps, through filters, through combining T, through =
>>=20 the regulator(in cockpit), through firewall to engine. The =
>>=20 regulator's bypass port (in the cockpit) would be plumbed just like=20
>> yours, except no heat exchanger since the bypass fuel = would=20 never see
>> the heat of the engine compartment. The = bypass would=20 still T into the
>> supply to the injection pumps, like = your=20 system. Obviously, a
>> manifold pressure line would be = required=20 through the firewall into
>> the cockpit to the pressure=20 regulator.
>>
>> My original plan (different = injection=20 that didn't require a return
>> line) was similar to your = selector=20 setup: main tanks feeding stock
>> van's selector, with = the 3rd=20 port on it being fed by a 2nd vans
>> selector to select = either of=20 the 2 aux tanks. No transfer pump would
>> have been = required,=20 & no crossover valve. Failure of the primary
>> valve = could=20 have been a 'show stopper', but the newer valves seem to =
>> be=20 rock solid reliable. Going to this system using the gear type =
>>=20 pumps requiring a return line forced re-thinking. Using your idea to =
>> return the bypassed fuel at the pump inlet effectively=20 eliminates the
>> 'return' issue, & tempts me to = return to the=20 original fuel selector
>> layout, with the addition of a = Facet=20 boost pump. The fact that the
>> optical sensors will work = looking=20 into the side of a fuel line (the
>> T), instead of = needing them=20 in the tank & that they still give almost
>> a full = minute's=20 warning, is very encouraging. I'll start looking for
>> a=20 convenient place to mount them.
>>
>> I hope that=20 Tracy will=20 chime in on how he plumbed the regulator on
>> his=20 -8.
>>
>> Many thanks for the extra=20 details.
>>
>>=20 Charlie
>>
>>
>>
>> On 6/5/2010 = 12:32=20 PM, Todd Bartrim = wrote:
>>
>>    =20 >
>>     > Hi=20 Charlie
>>     >    = Not sure=20 I understand correctly what you mean? Can=20 you
>>     sketch it out quickly?=20 I'...
>>
>>     > *From*: = Charlie=20 England <ceengland@bellsouth.net
&g= t;>    =20 <mailto:ceengland@bellsouth.net>
>>    =20 <mailto:Charlie%= 20England%20%3cceengland@bellsout.
>>    = ;=20 <mailto:Ch= arlie%2520England%2520%253cceengland@bellsout.>..
>>
&= gt;>    =20 > *Subject*: [FlyRotary] Re: high/low pressure pumps=20 question
>>     > *Date*: Sat, 05 = Jun 2010=20 08:38:09 -0...
>>
>>
>>
>>=20 --
>> Homepage: http://www.flyrotary.com/
>&= gt;=20 Archive and UnSub: http://mail.lancaironline= .net:81/lists...
>>

--
Homepage:  http://www.flyrotary.com/
Archi= ve=20 and UnSub:   http:= //mail.lancaironline.net:81/lists/flyrotary/List.html

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