From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Paul
Sent: Tuesday, February 15, 2005
9:06 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Bad day
at the airport
Hi, Mark....yes, the brochure arrived today. Thank you
so much for finding and sending it. I would be pleased to reimburse you for
your time and shipping. Please advise off line, and I'll be happy to reimburse
you. There was a lot of info in there that I was not aware of. Lots of
fun looking at it. Thanks again. Paul Conner
----- Original Message -----
Sent: Tuesday, February
15, 2005 7:41 AM
Subject: [FlyRotary] Re:
Bad day at the airport
Paul,
That’s good to hear. BTW, did
you get the brochure on the SQ2000?
Mark S.
(still looking for the video)
Do not archive
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Paul
Sent: Tuesday, February 15, 2005
6:41 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Bad day
at the airport
Hi, Mark....that seems to be the general consensus, and I
agree that it is the most likely cause of the fuel starvation. I ran the
aircraft several times yesterday, and it still ran as smooth as ever. I
tried a couple of aborted takeoffs, and it still ran great. Good acceleration,
nosewheel off the ground by 1200 feet. Unfortunately, until I vent the
sump tank and install firesleeving on my fuel lines, the nosewheel is the only
part of the plane that is going to leave the ground. Will keep you
posted. Thanks again for your input. Paul Conner, off to the welder
----- Original Message -----
Sent: Monday, February
14, 2005 10:09 AM
Subject: [FlyRotary] Re:
Bad day at the airport
Paul,
It looks like the group has focused in on
the fuel system, or more specifically the sump tank as the likely culprit.
I suspected you might have been running mogas. Its my understanding
that auto fuel has a much lower vapor pressure than avgas and is therefore more
likely to vapor lock.
Just a SWAG, but I think the engine and
related systems got hot enough to heat the fuel in the fuel rails so that once
it passed the pressure regulator (pressure drop) it started to boil, similar to
when you open a hot soda. With the return fuel going to an unvented tank,
the boiling fuel expanded enough to cause pressure in the header tank so as to
prevent fresh fuel from flowing into the tank. Eventually, the header
tank ran dry and the engine quit. You sure handled the situation like a
pro. Hope I never have to face that scenario.
Mark S.
Hi, Mark...my humblest appologies for taking so long to
respond. I am whittling down the 200 plus messages in my inbox. I
was using auto fuel (regular). I have a fuel return line and it goes to the top
of my aluminum sump tank that is located on the cool side of the firewall
(inside the cabin, behind the rear seat). The return line is -8 in size.
Hope this helps. Paul Conner
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