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Hi Paul,
The system I described in my prior post was one that didn't include a sump or header tank... fuel flow was direct from the wing tanks. Component sequence was as follows:
wing tanks > shutoff ball valves > fuel filters > HP fuel pumps > secondary bypass circuits > fuel selector > fuel pressure transducer > fluel flow transducers > firewall penetration > T to split flow to fuel rails > fuel rails > FP regulator > return through fuel selector to selected tank
The shutoff ball valves are hidden in the wing root fairings and allow flow from the tanks to be disabled to make it possible to remove & service the filters and pumps without having to drain the tanks. Their handles are oriented so that they cannot be closed when their access panels are installed.
If your "sump" tank is truly a sump, I don't understand the need for the Facet boost pump... the sump should be fed by gravity from the mains. If it needs to have fuel pumped up to it then it's a header.
<marv>
"Paul" <sqpilot@bellsouth.net> wrote:
I'm a little confused...I have both. I have a facet low pressure boost pump
between the fuel selector and sump tank, and two high pressure EFI pumps after
the sump tank, before the engine. Paul Conner
----- Original Message -----
From: WRJJRS@aol.com
To: Rotary motors in aircraft
Sent: Monday, February 14, 2005 2:15 PM
Subject: [FlyRotary] Re: Vapor Lock
In a message dated 2/13/2005 10:09:15 AM Pacific Standard Time,
marv@lancaironline.net writes:
Other folks have reported fuel flow problems when they located their pumps
between the engine and fuel selector instead of between the fuel selector
and
tanks... mostly the cause was air being sucked past the fuel selector's
seals
causing some air to be introduced into the fuel flow.
Good Point Marv,
Bill Jepson
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