X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.122] verified) by logan.com (CommuniGate Pro SMTP 5.3.4) with ESMTP id 4164352 for flyrotary@lancaironline.net; Sat, 13 Mar 2010 04:54:04 -0500 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.122; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.0 c=1 a=GkVrOFAuG9wA:10 a=ayC55rCoAAAA:8 a=arxwEM4EAAAA:8 a=QdXCYpuVAAAA:8 a=7g1VtSJxAAAA:8 a=ekHE3smAAAAA:20 a=UretUmmEAAAA:8 a=Ia-xEzejAAAA:8 a=3oc9M9_CAAAA:8 a=nUuTZ29dAAAA:8 a=wqYAObDYdILE9sBHL4YA:9 a=Uds0S-Sn-MU9_JgsyHUA:7 a=Ou7DlcpxROU3LHdes85cuheZp0QA:4 a=wPNLvfGTeEIA:10 a=1vhyWl4Y8LcA:10 a=EzXvWhQp4_cA:10 a=U8Ie8EnqySEA:10 a=SSmOFEACAAAA:8 a=I9V_2JdQi_uUmNI9TlYA:7 a=8YjCwvjBfj9wQlkdGSitVkbmEVQA:4 X-Cloudmark-Score: 0 X-Originating-IP: 75.191.186.236 Received: from [75.191.186.236] ([75.191.186.236:4560] helo=computername) by cdptpa-oedge02.mail.rr.com (envelope-from ) (ecelerity 2.2.2.39 r()) with ESMTP id 95/80-22814-8906B9B4; Sat, 13 Mar 2010 09:53:29 +0000 From: "Ed Anderson" Message-ID: <95.80.22814.8906B9B4@cdptpa-omtalb.mail.rr.com> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: fuel supply problem? Date: Sat, 13 Mar 2010 04:53:56 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0018_01CAC269.30097040" X-Mailer: Microsoft Office Outlook, Build 11.0.5510 Thread-Index: AcrCZ87GI/morqOoRWyl0415VWi3qAAKqCag In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 This is a multi-part message in MIME format. ------=_NextPart_000_0018_01CAC269.30097040 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable There is certainly more than one way to design a reliable fuel system = =96 each with its pros and cons. I too did not want a six way value for = switching fuel between two tanks and the engine with the ugh return line. Besides = I had already constructed my fuel system pretty much according to Van=92s instructions. So to preclude a return line I came up with my =93almost returnless=94 system. It uses a =BD pint capacity small header tank to = return the injector fuel =96 the fuel injected to the engine comes from this = header tank thereby creating a =93vacuum=94 in the tank which pulls fresh fuel = from the wing tanks. It has worked fine for over 10 years. =20 Both fuel pumps draw from this header tank and either tank can feed it = and I have no return lines going back to the tanks. =20 But, Tracy=92s approach has shown to work just fine =96 not knocking it = by any means. =20 Ed =20 Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://www.andersonee.com http://www.dmack.net/mazda/index.html http://www.flyrotary.com/ http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.rotaryaviation.com/Rotorhead%20Truth.htm =20 _____ =20 From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bktrub@aol.com Sent: Friday, March 12, 2010 11:43 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: fuel supply problem? =20 I just copied Tracy's setup- all fuel is pumped from the right tank, and fuel is transferred from the left into the right by a Facet pump. I = didn't want to get into having a six port fuel valve in order to get the fuel injection to return to the tank I was using at the time. =20 It's really simple, and hopefully that means reliable. We'll have to = see, as this plane is looking for it's airworthiness inspection in the next few months.=20 =20 Brian Trubee __________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________ The message was checked by ESET NOD32 Antivirus. http://www.eset.com ------=_NextPart_000_0018_01CAC269.30097040 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

There is certainly more than one = way to design a reliable fuel system – each with its pros and cons.=A0 I = too did not want a six way value for switching fuel between two tanks and the = engine with the ugh return line.=A0 Besides I had already constructed my fuel = system pretty much according to Van’s instructions.=A0 So to preclude a = return line I came up with my “almost returnless” system.=A0 It = uses a =BD pint capacity small header tank to return the injector fuel – the fuel injected to the engine comes from this header tank thereby creating a = “vacuum” in the tank which pulls fresh fuel from the wing tanks.=A0 It has worked = fine for over 10 years.

 

Both fuel pumps draw from this = header tank and either tank can feed it and I have no return lines going back to the = tanks.

 

But, Tracy’s approach has shown to work just fine – not knocking it by any = means.

 

Ed

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bktrub@aol.com
Sent: Friday, March 12, = 2010 11:43 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: = fuel supply problem?

 

I just copied Tracy's setup- all fuel is pumped = from the right tank, and fuel is transferred from the left into the right by a = Facet pump. I didn't want to get into having a six port fuel valve in order to = get the fuel injection to return to the tank I was using at the = time.  

It's really simple, and hopefully = that means reliable. We'll have to see, as this plane is looking for it's airworthiness inspection in the next few months. =

 

=

Brian = Trubee



__________ Information from ESET NOD32 Antivirus, version of virus = signature database 3267 (20080714) __________

The message was checked by ESET NOD32 Antivirus.

http://www.eset.com

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