Return-Path: Received: from imf24aec.mail.bellsouth.net ([205.152.59.72] verified) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP id 740981 for flyrotary@lancaironline.net; Tue, 15 Feb 2005 22:53:06 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.152.59.72; envelope-from=sqpilot@bellsouth.net Received: from [216.78.115.119] by imf24aec.mail.bellsouth.net (InterMail vM.5.01.06.11 201-253-122-130-111-20040605) with ESMTP id <20050216035219.XSLX2021.imf24aec.mail.bellsouth.net@[216.78.115.119]> for ; Tue, 15 Feb 2005 22:52:19 -0500 Received: from 127.0.0.1 (AVG SMTP 7.0.300 [265.8.8]); Tue, 15 Feb 2005 21:52:13 -0600 Message-ID: <023c01c513da$e59bfa10$77734ed8@paul52u7f5qyav> From: "Paul" To: "Rotary motors in aircraft" Subject: Better day at the airport (was bad day at the airport) Date: Tue, 15 Feb 2005 21:52:12 -0600 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 Mime-Version: 1.0 Content-Type: multipart/mixed; boundary="=======AVGMAIL-4212C36D0088=======" --=======AVGMAIL-4212C36D0088======= Content-Type: multipart/alternative; boundary="----=_NextPart_000_0239_01C513A8.9AE9BC50" ------=_NextPart_000_0239_01C513A8.9AE9BC50 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable After so many helpful suggestions and recommendations, I am thoroughly = convinced that the cause of my engine's power loss was due to heat = soak/vapor lock. Over the last two days, I have done several high speed = taxi tests, and the engine performed flawlessly. I was able to get the = nosewheel off the ground in 1500 feet or less, and acceleration was = normal. I have no desire to get the mains off the runway until I have = made several changes/improvements in my fuel system.=20 Today I installed a vent line in my sump tank, and installed = firesleeve on my fuel return line that goes from the fuel pressure = regulator to the sump tank which is located on the cool side of the = firewall. Tomorrow I hope to firesleeve the fuel line that feeds the = fuel rail. Regarding the sump tank vent...After reading the many suggestions, = some suggested tying the sump tank vent into the main fuel tank vent = line. Others suggested the vent terminate in the main tanks. Because I = have a facet fuel pump ahead of my sump tank, I was concerned that if I = turn on the facet pump, it would insure the sump tank gets filled, but I = would think that once the sump tank was filled and the fuel lines going = to the fuel rail, etc were filled, that the now full and pressurized = sump tank would now start to overflow out the sump tank vent. Fearful = of this, I ran the vent into top of the left main fuel tank. I used = 3/16" OD Nylaseal (spelling)? which I believe has a 1/8" ID. Because it = is clear/opaque, perhaps I will be able to see if fuel/bubbles are going = through it with the facet boost pump turned on. Since the primary purpose of this vent is to eliminate fuel vapors = that may be trapped in the return line/sump tank, I reasoned that a = smaller diameter vent line would be adequate. Please advise if my = reasoning is faulty. Also, if any fuel should happen to come out of this = vent line, I figure the safest place to direct them would be to one of = the fuel tanks. =20 Comments and/or suggestions will be greatly appreciated, as usual. = Paul Conner ------=_NextPart_000_0239_01C513A8.9AE9BC50 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable

After so many helpful suggestions and=20 recommendations, I am thoroughly convinced that the cause of my engine's = power=20 loss was due to heat soak/vapor lock. Over the last two days, I = have done=20 several high speed taxi tests, and the engine performed flawlessly. I = was able=20 to get the nosewheel off the ground in 1500 feet or less, and = acceleration was=20 normal. I have no desire to get the mains off the runway until I = have made=20 several changes/improvements in my fuel system.

Today I = installed a vent=20 line in my sump tank, and installed firesleeve on my fuel return line = that goes=20 from the fuel pressure regulator to the sump tank which is located on = the cool=20 side of the firewall. Tomorrow I hope to firesleeve the fuel line = that=20 feeds the fuel rail.

Regarding the = sump tank=20 vent...After reading the many suggestions, some suggested tying the sump = tank=20 vent into the main fuel tank vent line. Others suggested the vent = terminate in=20 the main tanks. Because I have a facet fuel pump ahead of my sump = tank, I=20 was concerned that if I turn on the facet pump, it would insure the sump = tank=20 gets filled, but I would think that once the sump tank was filled and = the fuel=20 lines going to the fuel rail, etc were filled, that the now full and = pressurized=20 sump tank would now start to overflow out the sump tank vent. = Fearful of=20 this, I ran the vent into top of the left main fuel tank. I used = 3/16" OD=20 Nylaseal (spelling)? which I believe has a 1/8" ID. Because it is=20 clear/opaque, perhaps I will be able to see if fuel/bubbles are going = through it=20 with the facet boost pump turned on.

Since the = primary purpose=20 of this vent is to eliminate fuel vapors that may be trapped = in the=20 return line/sump tank, I reasoned that a smaller diameter vent line = would be=20 adequate. Please advise if my reasoning is faulty. Also, if any = fuel=20 should happen to come out of this vent line, I figure the safest place = to direct=20 them would be to one of the fuel tanks.

Comments = and/or=20 suggestions will be greatly appreciated, as usual. Paul=20 Conner

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