Today's Message Index:
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1. 11:01 AM - Re: GA airports for Chicago - Add on Detroit (Red Bull) (peridans)
2. 01:48 PM - Fuel pressure fluctuations solved (Dan Charrois)
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| Subject: | Re: GA airports for Chicago - Add on Detroit (Red Bull) |
"Good afternoon. I would like to consult on a small trip to the North of Italy.
In total, 4.5 days. The dreams were extensive, they could not be fitted even
in a week: Como, Garda, Brescia, Bergamo, Cremona. I squeezed and squeezed, so
the lakes were left.
Day 1 - I arrive in Milan in the afternoon, in the evening I hope to get to La
Scala.
Day 2 - Lake Como, 2-3 towns.
Day 3 - Lake Garda, also 2-3 towns.
Day 4 - Milan. At 20.30 """"Lord's Supper"""". This day I leave late in the evening.
Day 5 - this is the next visit - also Milan or one of the cities mentioned above.
I need advice on how to rent a car and on correcting the route, how to make it
more convenient?"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490196#490196
Message 2
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| Subject: | Fuel pressure fluctuations solved |
Hi everyone.
I thought I'd provide an update on fuel pressure problems I was having and how
they eventually were solved, hoping this might help others who may run into that
problem themselves in the future.
Ever since my RV-10 was built, I had issues with the fuel pressure when on the
engine pump (boost pump off). On the ground, it would produce 25-27 psi, but
as I climbed higher, the fuel pressure dropped to around 20 psi. That wasn't
the biggest concern though - when at higher altitudes (>9000' or so), periodically
there would be a drop in pressure. It would usually last only 10 seconds
or so (hard to tell exactly because my EFIS filters the pressure readings) but
would often dip to 16 or 14 psi (the red line for the IO-540 D4A5). The higher
I got, the more frequent it happened, and sometimes I'd see a dip down to
12 psi (once, 10 psi). The engine never stumbled, though I don't know how close
it may have come to doing so, considering the drops in pressure never lasted
for long. Nevertheless, it was something I was always watching closely and
never trusting.
I tried all kinds of things to fix and isolate the problem (insulating scat tubes
in the tunnel, checking all fittings for tightness and leakage, temporarily
bypassing a wing root gascolator (I'm in Canada and they're required), and nothing
fixed the issue. 2 years later at my last annual, I figured I was going
to get this solved once and for all.
As many of you know, Van's suggests placement of the red cube fuel flow transducer
in the tunnel, upstream of the engine pump. Turns out that was the issue
(I know some of you had already come to that conclusion, so I'm adding another
voice to the choir for that problem). In contacting Electronics International
(makers of the FT-60 red cube), they said that absolutely their transducer shouldn't
be located upstream of the pump in a "suction" configuration like this.
Their suggestion was to place it between the engine pump and throttle body
(many of you have placed the transducer between the throttle body and spider,
but they said that's a better location for those with a fuel return line which
I don't have). I don't know the rationale of choosing one location post-engine
pump over the other, but that's their claim. In any case, having it on the
positive pressure side of both pumps was their suggestion, so I moved it to
a point midway in the line between the engine pump and throttle body.
The difference was night and day. I now see consistent and stable fuel pressure
readings of 25 psi even at higher altitudes. I did a 6 hour sequence of flights
awhile ago at altitudes varying between 13,000'-16,000' and never saw a single
fuel pressure drop during that time. That was unheard of for me before.
So I'm calling this particular issue, that had been dogging me since the beginning,
fixed and resolved.
So my advice to anyone who hasn't yet done their fuel system - from my experience,
definitely do NOT put the fuel cube where Vans tells you to. Instead, put
it where the manufacturer of the fuel cube says - between the engine pump and
throttle body if you don't have a fuel return line, and throttle body and spider
if you do (perhaps either location is fine, but definitely you want to have
the cube on the pressurized side of the fuel system, as presumably otherwise
it can apparently cavitate and cause bubbles). Obviously, having the cube in
close proximity to the hot engine means you also definitely need to wrap the
cube and surrounding fuel lines in well-insulating firesleeve too. And remember
to orient the cube with the wires pointed upwards, as well.
Hope this helps someone!
Dan
---
Dan Charrois
President, Syzygy Research & Technology
Phone: 780-961-2213
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