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1. 06:56 AM - Re: Initial biuld decisions (J. Brunke)
2. 09:01 AM - Re: Initial biuld decisions (Hinde, Frank George (Corvallis))
Message 1
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| Subject: | Re: Initial biuld decisions |
Dear Carl,
In your well written response you wrote:
> there is some complexity, higher fuel line pressures, need for a return
> fuel line to a tank and more expensive fuel selector, more difficult hot
> starts.
In my search for engines that started at Sun and Fun, I specifically asked
the fuel
return question to most of the engine sales people. Aerosport and
Mattituck both
said a return line is not needed in their fuel injection systems. I can't
remember
the response of the other engine groups, but reducing complexity is probably
better for sales.
I always assumed one would be required also. That eliminates some of the
complexity issue and relief for
me since I had already sealed up my tanks.
That also means a less expensive fuel selector, so that might bring the
injection
system somewhat closer in price to the carb system.
As for the hot start issue that could be a problem. Lycoming is now
selling non certified engines and
Jon ( the project manager, sorry I can't remember his last name), showed me
a return loop that ties into
the fuel line between the tank and the electric fuel pump. You run that
for a few seconds and it cycles
colder fuel foward of the firewall. That should solve the hot start issue.
That adds complexity and
on the fuel injected airplane I owned at one time, I would just open the oil
filler door after landing and
that seemed to work well to cool things down.
During one quick fuel stop we landed, pulled up to the pumps, the FBO filled
her up, we paid, and got right out of there. It started right up and it had
been shut down for no more
than 15 minutes. And that was in the middle of summer. OAT around 85 F.
Sincerely,
John Brunke
Message 2
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| Subject: | Initial biuld decisions |
You could easily add an Airflow Performance "dump valve" to just about
any FI system. This simply needs a return to either tank.
It is only used to purge the hot fuel from firewall forward doing a hot
start. It works, adds very little complexity and does not require any
change to the standard selector valve.
Frank
-----Original Message-----
From: owner-rv7-list-server@matronics.com
[mailto:owner-rv7-list-server@matronics.com] On Behalf Of J. Brunke
Sent: Monday, May 14, 2007 6:55 AM
Subject: Re: RV7-List: Initial biuld decisions
Dear Carl,
In your well written response you wrote:
> there is some complexity, higher fuel line pressures, need for a
> return fuel line to a tank and more expensive fuel selector, more
> difficult hot starts.
In my search for engines that started at Sun and Fun, I specifically
asked the fuel
return question to most of the engine sales people. Aerosport and
Mattituck both
said a return line is not needed in their fuel injection systems. I
can't
remember
the response of the other engine groups, but reducing complexity is
probably better for sales.
I always assumed one would be required also. That eliminates some of
the
complexity issue and relief for
me since I had already sealed up my tanks.
That also means a less expensive fuel selector, so that might bring the
injection system somewhat closer in price to the carb system.
As for the hot start issue that could be a problem. Lycoming is now
selling non certified engines and
Jon ( the project manager, sorry I can't remember his last name),
showed me a return loop that ties into
the fuel line between the tank and the electric fuel pump. You run
that
for a few seconds and it cycles
colder fuel foward of the firewall. That should solve the hot start
issue.
That adds complexity and
on the fuel injected airplane I owned at one time, I would just open the
oil filler door after landing and that seemed to work well to cool
things down.
During one quick fuel stop we landed, pulled up to the pumps, the FBO
filled her up, we paid, and got right out of there. It started right up
and it had been shut down for no more
than 15 minutes. And that was in the middle of summer. OAT around 85
F.
Sincerely,
John Brunke
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