X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from m15.nyc.untd.com ([64.136.22.78] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with SMTP id 921727 for flyrotary@lancaironline.net; Sun, 01 May 2005 20:27:00 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.136.22.78; envelope-from=jbker@juno.com Received: from m15.nyc.untd.com (localhost [127.0.0.1]) by m15.nyc.untd.com with SMTP id AABBHL66RAFFXRQ2 for (sender ); Sun, 1 May 2005 17:25:51 -0700 (PDT) X-UNTD-OriginStamp: Y+Mfppm2QyGfnY/dq+iW1eCfCZirHITVRNF9Dm6vUDI= Received: (from jbker@juno.com) by m15.nyc.untd.com (jqueuemail) id KRX3R337; Sun, 01 May 2005 17:25:48 PDT To: flyrotary@lancaironline.net Date: Sun, 1 May 2005 20:25:10 -0400 Subject: Re: [FlyRotary] Re: Ed's new rotor housings Message-ID: <20050501.202511.1780.1.JBKER@juno.com> X-Mailer: Juno 5.0.33 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary=--__JNP_000_683d.1701.5091 X-Juno-Line-Breaks: 8-6,7-8,14-17,19-20,30-31,32-32767 From: WALTER B KERR X-ContentStamp: 11:5:215715034 X-MAIL-INFO:56493d6121052905 This message is in MIME format. Since your mail reader does not understand this format, some or all of this message may not be legible. ----__JNP_000_683d.1701.5091 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit John Slade wrote: My understanding is that the pumps, at least the ones I'm using (or at least WAS using when I used to be able to fly this #@#$ing thing, long ago), are designed to run continuously. I have one Walbro Inline fuel pump-GSL393 (from Tracy) and one Walbro Inline fuel pump-GSL394 from Lightning Motorsports. Both have metal screw in connectors which fit AN adapters. They're fused at 20 amps. ---------------------------------------------------------------------- OK, I'll stir the pot some more. I am not an electrical engineer, but I do understand the power of redunancy! I will take two separately fused circuits over 1 circuit breaker every day of the week. If there is a short in my one device or in the power supply lines, I do not wish to be starting a fire by resetting circuit breakers while looking for a glider port. I know there are rotary powered airplanes out there that depend on one circuit breaker for the entire electrical engine power source that have many, many more hours of rotary time than me, but I sleep better have two parallel circuits bringing electrical power to my fused engine buss and then reduntant pumps on entirely separate fused circuits. My pumps are both checked during run up and both on during T/O and landing. Bernie ----__JNP_000_683d.1701.5091 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: quoted-printable
John=20 Slade wrote:
 
My=20 understanding is that the pumps, at least the ones I'm using (or at least = WAS=20 using when I used to be able to fly this = #@#$ing=20 thing, long ago), are designed to run continuously. I = have one Walbro=20 Inline fuel pump-GSL393 (from Tracy) and one Walbro Inline fuel=20 pump-GSL394 from Lightning Motorsports. Both have metal screw in = connectors=20 which fit AN adapters. They're fused at 20 amps.
 
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OK,=20 I'll stir the pot some more. I am not an electrical engineer, but I do=20 understand the power of redunancy!
 
I will=20 take two separately fused circuits over 1 circuit breaker every day of the = week.=20 If there is a short in my one device or in the power supply lines, I do not= wish=20 to be starting a fire by resetting circuit breakers while looking for a = glider=20 port. I know there are rotary powered airplanes out there that depend on = one=20 circuit breaker for the entire electrical engine power source that have = many,=20 many more hours of rotary time than me, but I sleep better have two = parallel=20 circuits bringing electrical power to my fused engine buss and then = reduntant=20 pumps on entirely separate fused circuits. My pumps are both checked during= run=20 up and both on during T/O and landing.
 
Bernie
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