X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm17.access.bullet.mail.sp2.yahoo.com ([98.139.44.144] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with SMTP id 5096456 for flyrotary@lancaironline.net; Thu, 18 Aug 2011 13:37:47 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.44.144; envelope-from=keltro@att.net Received: from [98.139.44.100] by nm17.access.bullet.mail.sp2.yahoo.com with NNFMP; 18 Aug 2011 17:37:10 -0000 Received: from [98.139.44.77] by tm5.access.bullet.mail.sp2.yahoo.com with NNFMP; 18 Aug 2011 17:37:10 -0000 Received: from [127.0.0.1] by omp1014.access.mail.sp2.yahoo.com with NNFMP; 18 Aug 2011 17:37:10 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 717191.87890.bm@omp1014.access.mail.sp2.yahoo.com Received: (qmail 20049 invoked by uid 60001); 18 Aug 2011 17:37:10 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1313689030; bh=g9Nuhz0e067P45JqRak/ogpxJSHsHnIgUrUPY4H5+TA=; h=X-YMail-OSG:Received:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=Q+LErzGvq7b/AkqPTX0ywrnDKSZmt9+m3GFgKeLkqbUnNxITvQBhLNUiUCr+/7nzhy1WOdM2R+Sci1Lj9HgglFouz/i95c3/CYXeJ35GExgJWJ37spanhaVw2SqClA317z26BqoB1wh0gMtYagK9xRyw8Jjxvttzy0xfx/V1l5g= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=att.net; h=X-YMail-OSG:Received:X-Mailer:References:Message-ID:Date:From:Reply-To:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=IpTdOmZfGTm7oeuvPSk034MrbLUytyksK1EOQU8o9jBjOHvOncLaVEsEiI3LtvmsSCLzWCq5QfVlkS+pCqnzVBdjXC7m7G4nsKHTBXuOJumd5WOJufKsuA3BLHhbhk8fJiB0b3hsQwOAn0vaVMOc87ZWYJ0cEhbZwAZLQ0iGSow=; X-YMail-OSG: 7anJOoYVM1k_y1JsJRIiGvHqminHkvFeFig3FLDXRG1WZdx 5yUSgBJeLZ.i0AXlUQ4sKj8Yr3FUSZzhNIJ88KLXjsutFS4_GmZksMQhmpYw 8PFQ9hVJ6JFbLhhJmnS5No2ykfylHmsoI_mOsyehl72RGmMawuqdEJeHhJqC hx9y1hdEN7FNpPK2VMCjgjtlg1KqGUzyIA1DGO_1nWIPkwAYq2qBjO2NzYgi 5dZK1ExLS_CGHTfFBEUpE3fVAS2WFcC5qwNvTXt5347doIFB37x3cmKwoaeJ cOLnmVgPqqz6DUbUJDTxAg8qPu2Srk9yB9PmSzC9.9vpvEjTwrhca5X6ETjN WvXuE78JQySdMti7S9FZS1qkJaVRVAwqKUv2aVF3fBAt9is0leiqf2OtvYq_ p6LGRSyNAu.alHaOxZ8p.r08crmIQ5EKG9JYCtvCKM9TvQT6X0WqVzey4Lny w1VNkUIEstAP1xV0GV.6MucU3Vdxz7MT0URs3CQ75zD6J7Xd2SMlE_SW0nmF TkPbQKu7_E6BzbWi55ziyQunkb1My9C3DcZmVH0KCuLwMAv3Bs7VWPUpSFUD z8qM5fCGhi2dUtOTQNikSOUyRL6dNpKSR Received: from [208.114.40.71] by web83912.mail.sp1.yahoo.com via HTTP; Thu, 18 Aug 2011 10:37:10 PDT X-Mailer: YahooMailWebService/0.8.113.313619 References: Message-ID: <1313689030.79228.YahooMailNeo@web83912.mail.sp1.yahoo.com> Date: Thu, 18 Aug 2011 10:37:10 -0700 (PDT) From: Kelly Troyer Reply-To: Kelly Troyer Subject: Re: Dennis Haverlah Fuel System...or any others, for that matter. To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1622043819-1313689030=:79228" --0-1622043819-1313689030=:79228 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable Al,=0A=A0 Sounds like fuel line to the EFI pump (external pump) needs to be= about AN-8 or=0Aeven AN-10 instead of the typical AN-6 used by most.......= .....=0A=0AKelly Troyer=0A"DYKE DELTA JD2" (Eventually)=0A"13B ROTARY"_ Eng= ine=0A"RWS"_RD1C/EC2/EM2=0A"MISTRAL"_Backplate/Oil Manifold=0A"TURBONETICS"= _TO4E50 Turbo=0A=0AFrom: Al Wick =0ATo: Rotary motors in a= ircraft =0ASent: Thursday, August 18, 2011 12:= 15 PM=0ASubject: [FlyRotary] Re: Dennis Haverlah Fuel System...or any other= s, for that matter.=0A=0A=0A<=A0Mark's problem can best be described as an = "Air =0ATo: R= otary motors in aircraft =0A>Sent: Wednesday, August 17, 2011 12:40 PM=0A>S= ubject: [FlyRotary] Dennis Haverlah Fuel System...or any others, for that m= atter.=0A>=0A>=0A>Al , Mark , Ernest=A0and All,=0A>=A0=0A>=A0 Perhaps a=A0n= ame change for the problem is in order.............Instead of an=0A>actual = "Fuel Vapor Lock" Mark's problem can best be described as an "Air=0A>Lock" = in the pressure line=A0(Or Air Entrapment Lock)..........Ernest's problem= =0A>of injectors that leak down fuel (into the manifold or the engine with = potential=0A>flooding or the fire hazard of dripping fuel in the cowl) has = the same solution =0A>(bypass orifice) either external or internal to the r= egulator.......Both problems=0A>no matter what you call them can be cured w= ith the same solution.............=0A>=A0=0A>=A0=A0 =A0Al as for the leaky = injectors it would be great if these things did not wear=0A>over time but t= hey do eventually become unable to hold pressure and will=0A>exhibit leak-d= own at some rate........Unfortunately the Rotary engine is much=0A>more pro= ne to flooding and hard starting if this fuel ends up in the Rotor=0A>chamb= er..........If the primary injectors=A0are left in their stock positions an= d are=0A>leaky this is a direct route to the Rotor............The secondary= injectors may=0A>or may not be a problem depending position and/or manifol= d design...........=0A>=A0=A0 =0A>=A0=A0=A0=A0The bottom line is both poten= tial problems can be averted with a simple=0A>bypass orifice.............As= for an actual "Fuel Vapor Lock" as you say this is=0A>a different problem = and can be addressed by careful attention to fuel pump=0A>positioning (exte= rnal or in-tank) ,supply tube (or hose) size, low restriction=0A>filters to= pump inlet, heat shielding if appropriate, etc................IMHO=A0=0A>= =0A>Kelly Troyer=0A>"DYKE DELTA JD2" (Eventually)=0A>"13B ROTARY"_ Engine= =0A>"RWS"_RD1C/EC2/EM2=0A>"MISTRAL"_Backplate/Oil Manifold=0A>"TURBONETICS"= _TO4E50 Turbo=0A>=0A>=0A>From: Mark Steitle =0A>To: Rot= ary motors in aircraft =0A>Sent: Wednesday, Au= gust 17, 2011 1:46 PM=0A>Subject: [FlyRotary] Re: Dennis Haverlah Fuel Syst= em...or any others, for that matter.=0A>=0A>=0A>Al, =0A>=0A>You wrote,"You = also test it without the bleed line?"=A0=0A>=0A>Yes, the test led to the se= arch for a solution.=A0 You can see the "bypass circuit" on Egg's fuel syst= em schematic at http://www.eggenfellneraircraft.com/Manual-Updates/EarlyMan= ualFuel.html.=A0 This is=A0what I=A0incorporated into my=A0fuel system, and= it solved the problem.=A0 Its been quite a few years now, but I=A0may stil= l have=A0some of the posts on the Eggenfellner=A0list=A0that occurred in se= arch for this as the final solution.=0A>=A0=0A>You wrote,"FWIW, everything = you describe is not vapor lock, has nothing to do with vapor lock."=A0 =0A>= =0A>As I said, I'm not sure if my condition fits the definition of "vapor l= ock", but that's what someone labeled it, and it stuck.=A0 The problem is t= hat EFI pumps don't=A0draw or push air very well.=A0 So, if the flowing fue= l is replaced by air due to an empty tank, the pump keeps running, but esse= ntially=A0stops pumping fuel.=A0 With a 40# spring in the downstream circui= t, it is virtually impossible for the pump to pass the air=A0even though=A0= the selector valve has been swiched to the full tank.=A0 I would agree that= the fuel injectors should be able to pass the air, provided the prop is st= ill turning.=A0 (This was not the case with my ground test.) The bypass cir= cuit ensures that flow will=A0be restored as soon as the bubble=A0passes th= rough the pump and=A0the fuel pump regains its prime.=A0 =0A>=0A>Mark S.=0A= >=0A>=0A>On Wed, Aug 17, 2011 at 12:06 PM, Al Wick wrote:= =0A>=0A>>=0A>>Instead of speculations, you can actually m= easure how good it is. A pump, clear fuel lines, and water instead of fuel.= Pinch fuel line with pliers to increase pressure drop.=A0 Watch bubbles co= me out of solution. Hear the rattle from pump due to it's inability to flow= air. =0A>>If you also put a pressure gage on pump inlet, you can see how f= ine fuel filter increases risk. You can see how small diameter tubing incre= ases risk, heat, head pressure, etc etc. =0A>>=A0=0A>>>Egg had one forced landing. It was caused by vapor lock. Abs= olutely NOTHING to do with the lack of bleed line. A day later, Jan made it= to the crash site. Pump would not flow fuel until he cracked the line loos= e. This is simply because the inlet to pumps was not wet. He did not unders= tand this. He just reacted to symptoms. Nothing to do with vapor lock. Reme= mber, this was crash site. Who knows what attitude plane was at. As I descr= ibed, if you screwed up your plumbing from tank to pump, then pump is not s= elf priming. =0A>>=0A>>=0A>>>You also test it without the bleed line? =0A>>=0A>>FWIW, = everything you describe is not vapor lock, has nothing to do with vapor loc= k. =0A>>=A0-al wick=0A>>=A0=0A>>----- Original Message ----- =0A>>>From: Ma= rk Steitle =0A>>>To: Rotary motors in aircraft =0A>>>Sent: Wednesday, Augus= t 17, 2011 9:19 AM=0A>>>Subject: [FlyRotary] Re: Dennis Haverlah Fuel Syste= m...or any others, for that matter.=0A>>>=0A>>>=0A>>>Al,=0A>>>=0A>>>I would= think that a well-designed=A0fuel system=A0with the pumps located as low a= s possible, in a=A0cool area,=A0and=A0a return system=A0should not be troub= led with vapor locking.=A0=A0Although I guess it could happen in Death Vall= ey in=A0August if the a/c is left out in the sun for 8 hours, and running a= uto gas.=A0 So far, I haven't had any problem here in Texas (temps 105* tod= ay).=A0 =A0 =0A>>>=0A>>>My purpose for installing the bypass circuit was mo= re critical to safe flight.=A0 (The solution was=A0the result of a forced l= anding, or two,=A0in an Eggenfellner Subaru installation.)=A0 During ground= runs, using a 5-gallon can, I found that the efi fuel pumps could not rest= ore pressure once the tank had been allowed to run dry.=A0=A0When this occu= rred, the EFI pump=A0would suck a big slug of air into the inlet side of th= e pump, loose pressure,=A0and being unable to build psi equal to the pressu= re regulator setting, it would stop pumping fuel (vapor lock).=A0 The only = way to restore operation was to crack open the system downstream of the pum= p until the slug of air could be passed on through the fuel pump.=A0=A0Not = sure this meets your definiton of "vapor lock", but I think it does, but fo= r a different reason than fuel vapor pressure.=0A>>>=0A>>>I have tested thi= s system on the ground and it works as advertized.=A0 If the tank runs dry,= switched to a full tank, the efi pump will restore pressure to the system = within a few seconds.=A0 I urge all builders to run this test on their fuel= system to determine whether or not their pumps are able to restore pressur= e after running a tank dry.=A0 Or, just don't ever run a tank dry.=0A>>>=0A= >>>Mark S.=0A>>>=0A>>>=0A>>>=A0=0A>>>On Wed, Aug 17, 2011 at 10:22 AM, Erne= st Christley wrote:=0A>>>=0A>>>Al Wick wrote:=0A>>>>= =0A>>>>I'm really concerned for some of these fuel designs. The fuel bleed = has nothing to do with vapor lock. Virtually no effect at all.=0A>>>>>=A0= =0A>>>>>=0A>>>>I don't know why others are doing it, but for me, the bleed = has nothing at all to do with vapor lock. =A0Some conversations have been m= ixed together, so I can see how that could be the impression. =A0The point = of the pressure bleed is to bleed off the pressure after shutdown.=0A>>>>= =0A>>>>I have a strong, positive head pressure going into my pumps. =A0They= , and the regulator, are about 8" directly below the tank. =A0Excess fuel g= oes back to the opposite side of the tank from the pickup, and a single lin= e goes forward to feed the injectors. =A0The fuel lines are arranged such t= hat heat soaking the lines to the point of boiling the gas will push liquid= fuel down hill and behind the firewall, isolating the gaseous gas with its= heat at the top of the line. =A0Turning the pumps on will pressurize the l= ine to 55psi, returning most of the gaseous fuel back to a liquid state. = =A0The ECM is programmed for a longer clearing pulse on hot start.=0A>>>>= =0A>>>>The point of the bleed is to allow fuel to move back to the tank. = =A0I had the issue of a the pressurized lines being perfectly sealed. =A0Th= e pressurized fuel was finding the path of least resistance out, which just= happened to be out the injector and into the intake manifold where it sat = as a little puddle. =A0Heat soaking the lines would not push liquid fuel do= wnhill and back behind the firewall. =A0It would push more fuel into the ma= nifold. =A0A puddle of gas sitting in a composite manifold, just above a ho= t exhaust stack is just bad mojo. =A0A poorly sealed regulator allows the p= ressure to bleed off in about 5 seconds (give or take), isolating the hot f= uel in front of the firewall, and keeping the rest cool and out of the inta= ke manifold.=0A>>>>=0A>>>>Got nuthin' to do with vapor lock.=0A>>>>=0A>>>>-= -=0A>>>>Homepage: =A0http://www.flyrotary.com/=0A>>>>Archive and UnSub: =A0= http://mail.lancaironline.net:81/lists/flyrotary/List.html=0A>>>>=0A>>>=0A= >=0A>--=0A>Homepage:=A0 http://www.flyrotary.com/=0A>Archive and UnSub:=A0 = http://mail.lancaironline.net:81/lists/flyrotary/List.html=0A>=0A>=0A> --0-1622043819-1313689030=:79228 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
Al,
  Sounds like f= uel line to the EFI pump (external pump) needs to be about AN-8 or
even AN-10 instead o= f the typical AN-6 used by most............
 
Kelly Troyer
"DYKE DELTA JD2" (Eventually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil = Manifold
"TURBONETICS"_TO4E50 Turbo

From:= Al Wick <alwick@juno.com>
To: Rotary motors in aircraft <flyrotary@lancaironli= ne.net>
Sent: Thursda= y, August 18, 2011 12:15 PM
Subject= : [FlyRotary] Re: Dennis Haverlah Fuel System...or any others, f= or that matter.

< Mark's problem can best be descr= ibed as an "Air=20
<Lock" in the pressure line
 
I'd describe it as not having "wet fuel inlet". When you turn th= at fuel valve "on" the first time, if inlet gets wet, you've nailed an= important design characteristic.
You can simulate this with clear hose and water. Seal off one en= d of hose. No air leaks allowed. Then pour water in other end. If water mak= es it to closed end, you've got a good design. It's that simple.
You'll notice that small diam hose doesn't behave the same. What= happens when I add filter to the hose? What if I put a loop in the line? Y= ou are asking the air at capped end to displace. The air has to be able to = move toward open end of tube. Play with it, pretty interesting.
 
If your plumbing is already done, you can tape clear hose to plu= mbing and do the test with water.
 
All you are doing is converting theory to facts. Important conce= pt.
 
-al wick
 
 
----- Original Message -----
Sent: Wednesday, August 17, 2011 12:= 40 PM
Subject: [FlyRotary] Dennis Haverlah= Fuel System...or any others, for that matter.

Al , Mark , Ernest and All,
 
  Perhaps a name change for the problem is in order...= ..........Instead of an
actual "Fuel Vapor Lock" Mark's problem can best be described as= an "Air
Lock" in the pressure line (Or Air Entrapment Lock)........= ..Ernest's problem
of injectors that leak down fuel (into the manifold or the engin= e with potential
flooding or the fire hazard of dripping fuel in the cowl) has th= e same solution
(bypass orifice) either external or internal= to the regulator.......Both problems
no matter what you call them can be cured with the same solution= .............
 
    Al as for the leaky injectors it would be gre= at if these things did not wear
over time but they do eventually become unable to hold pressure = and will
exhibit leak-down at some rate........Unfortu= nately the Rotary engine is much
more prone to flooding and hard starting if this fuel ends up in= the Rotor
chamber..........If the primary injectors are left in their= stock positions and are
leaky this is a direct route to the Rotor............The seconda= ry injectors may
or may not be a problem depending position and/or manifold desig= n...........
  
    The bottom line is both potential<= /SPAN> problems can be averted with a simple
bypass orifice.............As for an actual = "Fuel Vapor Lock" as you say this is
a different problem and can be addressed by careful attention to= fuel pump
positioning (external or in-tank) ,supply tu= be (or hose) size, low restriction
filters to pump inlet, heat shielding if appr= opriate, etc................IMHO 
 
Kelly Troyer
"<= SPAN id=3Dyiv507442132misspell-9>DYKE DELTA JD2" (Eventually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplat= e/Oil Manifold
"TURBONETICS"_TO4E50 Turbo

From: Mark Steitle <msteitle@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
<= B>Sent: Wednesday, August 17, = 2011 1:46 PM
Subject: [F= lyRotary] Re: Dennis Haverlah Fuel System...or any others, for tha= t matter.

Al,
 
You wrote,"You also test it without the bleed line?"&= nbsp;
 
Yes, the test led to the search for a solution.  You can see the = "bypass circuit" on Egg's fuel system schematic at http://www.eggenfellneraircraft.com/Manual-Updates/EarlyMan= ualFuel.html.  This is what I incorporated into my = fuel system, and it solved the problem.  Its been quite a few years no= w, but I may still have some of the posts on the Eggenfellner list that occurred in search for this as the final solution= .
 
You wrote,"FWIW, everything you describe is n= ot vapor lock, has nothing to do with vapor lock." 
 
As I said, I'm not sure if my condition fits the definition of "vapor = lock", but that's what someone labeled it, and it stuck.  The problem = is that EFI pumps don't draw or push air very well.  So,= if the flowing fuel is replaced by air due to an empty tank, the pump keep= s running, but essentially stops pumping fuel.  With a 40# spring= in the downstream circuit, it is virtually impossible for the pump to pass= the air even though the selector valve has been swiched= to the full tank.  I would agree that the fuel injectors should be ab= le to pass the air, provided the prop is still turning.  (This was not= the case with my ground test.) The bypass circuit ensures that flow will&n= bsp;be restored as soon as the bubble passes through the pump and the fuel pump regains its prime. 
 
Mark S.

On Wed, Aug 17, 2011 at 12:06 PM, Al W= ick <alwick@juno.com> wrote:
<I would think that a well-designed fuel system with the pumps loca= ted as low as possible
 
Instead of speculations, you can actually = measure how good it is. A pump, clear fuel lines, and water instead of fuel= . Pinch fuel line with pliers to increase pressure drop.  Watch bubble= s come out of solution. Hear the rattle from pump due to it's inability to = flow air.
If you also put a pressure gage on pump in= let, you can see how fine fuel filter increases risk. You can see how small= diameter tubing increases risk, heat, head pressure, etc etc.
 
<the result of a forced landing
Egg had one forced landing. It was caused by vapor lock. Absolutely NO= THING to do with the lack of bleed line. A day later, Jan made it to the cr= ash site. Pump would not flow fuel until he cracked the line loose. This is= simply because the inlet to pumps was not wet. He did not understand this.= He just reacted to symptoms. Nothing to do with vapor lock. Remember, this= was crash site. Who knows what attitude plane was at. As I described, if y= ou screwed up your plumbing from tank to pump, then pump is not self primin= g.
 
<tested this system on the ground and it works as advertized
You also test it without the bleed line?
 
FWIW, everything you describe is = not vapor lock, has nothing to do with vapor lock.
 
-al wick
 
----- Original Message -----
Sent: Wednesday, August 17, 2011 9:1= 9 AM
Subject: [FlyRotary] Re: Dennis Haverlah<= /SPAN> Fuel System...or any others, for that matter.

Al,
 
I would think that a well-designed fuel system with the pump= s located as low as possible, in a cool area, and a return s= ystem should not be troubled with vapor locking.  Although I= guess it could happen in Death Valley in August if the a/c is left ou= t in the sun for 8 hours, and running auto gas.  So far, I haven't had= any problem here in Texas (temps 105* today).   
 
My purpose for installing the bypass circuit was more critical to safe= flight.  (The solution was the result of a forced landing, or tw= o, in an Eggenfellner Subaru installation.)  During grou= nd runs, using a 5-gallon can, I found that the efi fuel pumps cou= ld not restore pressure once the tank had been allowed to run dry. &nb= sp;When this occurred, the EFI pump would suck a big slug of = air into the inlet side of the pump, loose pressure, and being unable = to build psi equal to the pressure regulator setting, it would stop pumping= fuel (vapor lock).  The only way to restore operation was to crack op= en the system downstream of the pump until the slug of air could be passed = on through the fuel pump.  Not sure this meets your definiton of "vapor lock", but I think it does, but for a different reason than f= uel vapor pressure.
 
I have tested this system on the ground and it works as advertized.  If the tank runs dry, switched to a full tank, the efi pump will restore pressure to the system within a few seconds.  I ur= ge all builders to run this test on their fuel system to determine whether = or not their pumps are able to restore pressure after running a tank dry.&n= bsp; Or, just don't ever run a tank dry.
 
Mark S.


 
On Wed, Aug 17, 2011 at 10:22 AM, Erne= st Ch= ristley <e= christley@att.net> wrote:
Al Wick wrote:
I'm really concerned f= or some of these fuel designs. The fuel bleed has nothing to do with vapor = lock. Virtually no effect at all.
 

I don= 't know why others are doing it, but for me, the bleed has nothing at all t= o do with vapor lock.  Some conversations have been mixed together, so= I can see how that could be the impression.  The point of the pressur= e bleed is to bleed off the pressure after shutdown.

I have a strong= , positive head pressure going into my pumps.  They, and the regulator= , are about 8" directly below the tank.  Excess fuel goes back to the = opposite side of the tank from the pickup, and a single line goes forward t= o feed the injectors.  The fuel lines are arranged such that heat soak= ing the lines to the point of boiling the gas will push liquid fuel down hill and behind the firewall, isolating the gaseous gas with its heat at t= he top of the line.  Turning the pumps on will pressurize the line to = 55psi, returning most of the gaseous fuel back to a liquid state.  The= ECM<= /SPAN> is programmed for a longer clearing pulse on hot start.
The point of the bleed is to allow fuel to move back to the tank.  I= had the issue of a the pressurized lines being perfectly sealed.  The= pressurized fuel was finding the path of least resistance out, which just = happened to be out the injector and into the intake manifold where it sat a= s a little puddle.  Heat soaking the lines would not push liquid fuel = downhill and back behind the firewall.  It would push more fuel into t= he manifold.  A puddle of gas sitting in a composite manifold, just ab= ove a hot exhaust stack is just bad mojo.  A poorly sealed regulator allows the pressure to bleed off = in about 5 seconds (give or take), isolating the hot fuel in front of the f= irewall, and keeping the rest cool and out of the intake manifold.

G= ot nu= thin' to do with vapor lock.

--<= BR>Homepage:  http://www.flyrotary.com/
Archive and UnSub: &= nbsp; http://mail.lancaironline.net:81/l= ists/flyrotary/List.html



--
= Homepage:  http://www.flyrotary.com/
Archive and UnSub: = ; http://mail.lancaironline.net:81/lists/flyrot= ary/List.html




<= /DIV>
--0-1622043819-1313689030=:79228--