Today's Message Index:
----------------------
1. 10:06 AM - return line options (ray.stlaurent@vsea.com)
2. 10:38 AM - Re: return line options (Hinde, Frank George (Corvallis))
3. 11:00 AM - Re: return line options (Tracy Crook)
4. 12:07 PM - Re: return line options (Garth Shearing)
5. 07:46 PM - Re: return line options (ray.stlaurent@vsea.com)
Message 1
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| Subject: | return line options |
--> Engines-List message posted by: ray.stlaurent@vsea.com
I am building a high-wing 701 with wing tanks vented by tubing taken to
the wing tips. I am unsure of the best way to deal with the return line
for my fuel-injected engine. I believe my basic choice is either to use a
header tank or to return directly to a wing tank. Uneven flow splitting
makes it unwise to try to split the return to both tanks. Here is my
understanding of the features of each method
Header return:
New tank (size?)
Return line to header tank
Wing tank lines joined for single gravity feed to header
On/off valve from gravity feed.
Vent line taken up to join wing tank vent line.
Wing return:
High-pressure return line to right tank
Feed to fuel pump from right tank
Level (gravity) equalizer fuel line from left to right tank.
Recommendations, trade-offs?
Thanks
Ray St-Laurent
CH701/Pegastol wings
Message 2
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| Subject: | return line options |
--> Engines-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
You didn't say which engine you are using. I think this is important
because I believe the fuel return from a Lycoming with say an Airflow
performance FI is not really a return...Its more like an air/vapour
return line that only opens when there is not liqiud fuel in the
line...Or when it is manually opened when the engine is shut down or you
want to flush the warm fuel out before starting/take off.
If you have this set up that I would just use one of the wing tanks as
it hardly ever runs.
If you have an automotive type full flow return you could use 6 port
selector valve like the Eggenfellner Subaru guys do....I.e depending on
which tank is selected depends where it sends the fuel back to.
This is a little dodgy on a low wing plane 'cus it essentially means the
fuel is being sucked thru the selector...A bit no no for me and my
vapour lock obsession. But on a high wing plane you should always have
positive head over the fuel pump/selector so this might be an elegent
solution.
Frank
-----Original Message-----
From: owner-engines-list-server@matronics.com
[mailto:owner-engines-list-server@matronics.com] On Behalf Of
ray.stlaurent@vsea.com
Subject: Engines-List: return line options
--> Engines-List message posted by: ray.stlaurent@vsea.com
I am building a high-wing 701 with wing tanks vented by tubing taken to
the wing tips. I am unsure of the best way to deal with the return line
for my fuel-injected engine. I believe my basic choice is either to use
a
header tank or to return directly to a wing tank. Uneven flow splitting
makes it unwise to try to split the return to both tanks. Here is my
understanding of the features of each method
Header return:
New tank (size?)
Return line to header tank
Wing tank lines joined for single gravity feed to header
On/off valve from gravity feed.
Vent line taken up to join wing tank vent line.
Wing return:
High-pressure return line to right tank
Feed to fuel pump from right tank
Level (gravity) equalizer fuel line from left to right tank.
Recommendations, trade-offs?
Thanks
Ray St-Laurent
CH701/Pegastol wings
==
==
==
==
Message 3
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| Subject: | Re: return line options |
Seal-Send-Time: Tue, 26 Oct 2004 13:56:48 -0400
--> Engines-List message posted by: "Tracy Crook" <lors01@msn.com>
The configuration I ended up with is to always feed from and return to the left
tank. A transfer pump from the right tank (Facet) is "T'd" into the return line
to left tank and used to transfer fuel when needed. No header tank or fuel
selector valve needed.
Tracy Crook
----- Original Message -----
From: ray.stlaurent@vsea.com<mailto:ray.stlaurent@vsea.com>
To: engines-list@matronics.com<mailto:engines-list@matronics.com>
Sent: Tuesday, October 26, 2004 1:05 PM
Subject: Engines-List: return line options
--> Engines-List message posted by: ray.stlaurent@vsea.com<mailto:ray.stlaurent@vsea.com>
I am building a high-wing 701 with wing tanks vented by tubing taken to
the wing tips. I am unsure of the best way to deal with the return line
for my fuel-injected engine. I believe my basic choice is either to use a
header tank or to return directly to a wing tank. Uneven flow splitting
makes it unwise to try to split the return to both tanks. Here is my
understanding of the features of each method
Header return:
New tank (size?)
Return line to header tank
Wing tank lines joined for single gravity feed to header
On/off valve from gravity feed.
Vent line taken up to join wing tank vent line.
Wing return:
High-pressure return line to right tank
Feed to fuel pump from right tank
Level (gravity) equalizer fuel line from left to right tank.
Recommendations, trade-offs?
Thanks
Ray St-Laurent
CH701/Pegastol wings
Message 4
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| Subject: | Re: return line options |
--> Engines-List message posted by: "Garth Shearing" <garth@islandnet.com>
I have a modified 100 HP Rotorway RW-100 in my VariEze which includes a
complete new induction system including EFI. My system is similar to your
first option. I have a "header"/surge tank located at the bottom of my
firewall. My two strake/wing tanks are y'd together and gravity fed to the
header tank through a simple pilot-controlled safety on-off valve. Some
pilots might prefer using a valve which selects main tanks. I believe in
the KISS principle. There are two (for redundancy) submerged electric fuel
pumps inside the surge tank, the outlets of which are y'd together as they
come out of the surge tank. Either or both of these pumps (Toyota Camry
types) can be selected. Each fuel pump has its own submerged inlet fuel
filter. The return line from the fuel pressure regulator at the end of the
fuel rail goes back to the surge tank only. Most of the fuel line in the
high pressure part of the fuel system is heavy 5/16 inch hose to reduce the
need for pulse dampening. All gravity hose lines are 3/8 inch.
The vent lines from all three tanks converge in a manifold at the top of the
firewall, which is about a foot above the strake tanks and about two feet
above the surge tank. On my VariEze, for redundancy, there are two separate
vent lines which go from this manifold to the "armpit" areas under the
strake tanks where there are two forward-facing exit tubes.
Arranging the venting in your airplane might be a little more difficult
because of the high location of the main tanks. Bear in mind that the vent
from the surge tank has to go to a point well above the wing tanks since all
three tanks are at gravity pressure plus a little pitot pressure at cruise.
The fuel in the surge tank vent line will rise up to the fuel level in the
wing tanks.
There is a drain/sample valve located in the bottom of the 1.2 gallon surge
tank. This is the lowest point in the fuel system and is accessible from
the outside of the airplane. In my case, the size of the surge tank was
determined by the fuel required in a maximum duration glide to landing
because the main tank fuel outlets can be uncovered in glide attitude when
there low fuel level in the strake tanks. In your airplane this could be
solved by having outlets near the forward ends of the wing tanks as well as
at the level attitude low points.
I went to this system because I could not get the original induction system
to work reliably under all conditions. I have about 50 hours on the EFI
system, which includes SDS computer and some other components, and I am
extremely happy with the operational results. The before take off checklist
is extensive, but because of the simplicity of the system, the minimum
before landing checklist is: "Is the nosegear down?" You wouldn't even
need this.
Garth Shearing
VariEze and 90% RV6A
Victoria BC Canada
----- Original Message -----
From: <ray.stlaurent@vsea.com>
Subject: Engines-List: return line options
> --> Engines-List message posted by: ray.stlaurent@vsea.com
>
> I am building a high-wing 701 with wing tanks vented by tubing taken to
> the wing tips. I am unsure of the best way to deal with the return line
> for my fuel-injected engine. I believe my basic choice is either to use a
> header tank or to return directly to a wing tank. Uneven flow splitting
> makes it unwise to try to split the return to both tanks. Here is my
> understanding of the features of each method
>
> Header return:
> New tank (size?)
> Return line to header tank
> Wing tank lines joined for single gravity feed to header
> On/off valve from gravity feed.
> Vent line taken up to join wing tank vent line.
>
> Wing return:
> High-pressure return line to right tank
> Feed to fuel pump from right tank
> Level (gravity) equalizer fuel line from left to right tank.
>
> Recommendations, trade-offs?
>
> Thanks
> Ray St-Laurent
> CH701/Pegastol wings
>
>
Message 5
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| Subject: | Re: return line options |
--> Engines-List message posted by: ray.stlaurent@vsea.com
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