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