X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from x2.itlnet.net ([64.19.112.8] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTP id 2330049 for flyrotary@lancaironline.net; Fri, 14 Sep 2007 00:02:32 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.19.112.8; envelope-from=jwvoto@itlnet.net Received: from x2.itlnet.net (localhost.localdomain [127.0.0.1]) by x2.itlnet.net (8.13.1/8.13.1) with SMTP id l8E41cCl009721 for ; Thu, 13 Sep 2007 23:01:38 -0500 Received: from itlnet.net (email2.itlnet.net [192.168.10.157]) by x2.itlnet.net (x2.itlnet.net [172.16.1.147]) id j8CN1b2742863708Gu ret-id none; Thu, 13 Sep 2007 23:01:38 -0500 Received: from JWVOTO (unverified [64.19.115.246]) by itlnet.net (SurgeMail 3.8p) with ESMTP id 14675-1769559 for ; Thu, 13 Sep 2007 23:01:36 -0500 Message-ID: <006c01c7f684$aa3897a0$f6731340@JWVOTO> From: "Wendell Voto" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: need help Date: Thu, 13 Sep 2007 23:06:05 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0069_01C7F65A.A9C68E00" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.50.4133.2400 X-MimeOLE: Produced By Microsoft MimeOLE V5.50.4133.2400 X-Authenticated-User: jwvoto@itlnet.net X-ITLnet-MailScanner-Information: Please contact the ISP for more information X-ITLnet-MailScanner: Found to be clean X-ITLnet-MailScanner-SpamCheck: not spam, SpamAssassin (not cached, score=-2.599, required 4, autolearn=not spam, BAYES_00 -2.60, HTML_MESSAGE 0.00, SPF_HELO_PASS -0.00) This is a multi-part message in MIME format. ------=_NextPart_000_0069_01C7F65A.A9C68E00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Al, Thanks for the reply, have been gone a while so late in response.=20 Went to your site but didn't find anything about the wet fuel pump set = up. I a very interested in this.=20 Wendell Put a pressure gage between tank and pump. This will measure how much = safety margin you have. It's that pressure drop at pump inlet that's = your risk item. Compare that pressure to results from Hodges fuel tester = and wham, you know exactly how close you are. This is a key safety = concept...don't let yourself describe fuel system as good or = bad....measure it!=20 I know guys who used clear fuel lines so they could see the fuel turn = to vapor, but you only see things when it's too late. Pressure gage = tells you how far your design is from vapor lock. That way you know you = will be safe when other factors affect vapor point. Like pump temp, fuel = type, flight attitude. All filter screens that get plugged are from one cause....using vacuum = cleaner to remove debris. Ordinary vacuum cleaner displaces too much = air. It causes 80% of the debris near nozzle to shoot off to corners of = tank. If you just put duct tape over most of the nozzle, then you have = zero risk of debris. Glad you are concerned about pressure drop at inlet. You definitely = don't want to add fine filter there.=20 I just added wet fuel pumps to my plane. One of the safest approaches = you can use. Details on my web site. -al wick Cozy IV powered by Turbo Subaru 3.0R with variable valve lift and cam = timing.=20 Artificial intelligence in cockpit, N9032U 240+ hours from Portland, = Oregon Glass panel design, Subaru install, Prop construct, Risk assessment = info: http://www.maddyhome.com/canardpages/pages/alwick/index.html -al wick Cozy IV powered by Turbo Subaru 3.0R with variable valve lift and cam = timing.=20 Artificial intelligence in cockpit, N9032U 240+ hours from Portland, = Oregon Glass panel design, Subaru install, Prop construct, Risk assessment = info: http://www.maddyhome.com/canardpages/pages/alwick/index.html ------=_NextPart_000_0069_01C7F65A.A9C68E00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al,
Thanks for the reply,  have been gone a while so late in = response.=20
Went to your site but didn't find anything about the wet fuel pump = set up.=20 I a very interested in this.
 
Wendell
Put a pressure gage between tank and pump. This will measure how = much=20 safety margin you have. It's that pressure drop at pump inlet that's = your risk=20 item. Compare that pressure to results from Hodges fuel tester and = wham, you=20 know exactly how close you are. This is a key safety concept...don't = let=20 yourself describe fuel system as good or bad....measure it!
 
I know guys who used clear fuel lines so they could see the fuel = turn to=20 vapor, but you only see things when it's too late. Pressure gage tells = you how=20 far your design is from vapor lock. That way you know you will be safe = when=20 other factors affect vapor point. Like pump temp, fuel type, flight=20 attitude.
 
All filter screens that get plugged are from one cause....using = vacuum=20 cleaner to remove debris. Ordinary vacuum cleaner displaces too much = air. It=20 causes 80% of the debris near nozzle to shoot off to corners of tank. = If you=20 just put duct tape over most of the nozzle, then you have zero risk of = debris.
 
Glad you are concerned about pressure drop at inlet. You = definitely don't=20 want to add fine filter there.
I just added wet fuel pumps to my plane. One of the safest = approaches you=20 can use. Details on my web site.
 
 
 

-al wick
Cozy IV powered by Turbo Subaru 3.0R with = variable valve=20 lift and cam timing.
Artificial intelligence in cockpit, N9032U = 240+ hours=20 from Portland, Oregon
Glass panel design, Subaru install, Prop = construct,=20 Risk assessment info:
htt= p://www.maddyhome.com/canardpages/pages/alwick/index.html
 
 

-al wick
Cozy IV powered by Turbo Subaru 3.0R = with=20 variable valve lift and cam timing.
Artificial intelligence in = cockpit,=20 N9032U 240+ hours from Portland, Oregon
Glass panel design, Subaru = install,=20 Prop construct, Risk assessment=20 = info:
http://www.maddyhome.com/canardpages/pages/alwick/index.html
= ------=_NextPart_000_0069_01C7F65A.A9C68E00--