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nuckolls.bob(at)aeroelect
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 Posted: Tue Jan 28, 2020 8:28 am Post subject: Plan-B fuel flow . . . |
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At 09:00 AM 1/28/2020, you wrote:
| Quote: | On Tuesday, January 28, 2020, 6:10:55 AM EST, Krea Ellis <krea.ellis(at)gmail.com> wrote:
If the “injector bus” loses power for whatever reason, the engine dies.
The Wright brother had an engine that dripped fuel into a bowl at the intake. That method doesn't give a lot of control, but it still works. If you can gravity feed fuel, you might consider running a line to someplace on the intake and control it with a needle valve. |
Speaking of redundant fuel delivery systems,
I'm recalling a conversation from waaayyy back
in the dark ages . . . I think it was prompted
by the John Denver crash in a LongEz. The
investigators theorized that he ran a tank
dry and may have stood on a rudder pedal
trying to reach a fuel tank selector handle
causing loss of control under engine-out
conditions.
The conversation debated a desire by some
Ez owners not to have to run three fuel
lines the length of the cockpit to a more
conveniently located selector valve.
I suggested an alternative, no-valve,
all electric approach to fuel management
on canard-pusher aircraft.
[img]cid:.0[/img]
The suggestion also provided an alternative,
completely independent, fuel delivery system.
4-port primer systems were a functional possibility
for most Ez engines. I had recalled several
"I leaned about flying from that" stories
wherein a pilot brought his ship to a
comfortable landing using a primer pump
to keep the engine delivering useful power.
So why not install an on-purpose, primer/run
system? The pump driven, primer system would
feed from one tank, the main fuel supply from the
other tank. A third pump would transfer fuel
from the left tank to the right tank.
A needle valve in the primer line would be
used to calibrate primer fuel flow to approximate
that needed for 70% or so power.
Don't know how many of these system were
installed but I did get a report from
one reader that did a calibrated,
4-port installation and flight tested
it. He said it worked nicely. This arrangement
had a high probability of enabling a
graceful return to earth in case of
problems in the primary fuel delivery
system.
Light, cheap, low energy requirements and
completely independent of primary system.
Bob . . .
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johnbright
Joined: 14 Dec 2011
Posts: 166
Location: Newport News, VA
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| Posted: Tue Jan 28, 2020 6:15 pm Post subject: Re: Plan-B fuel flow . . . |
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Dave Anders did something like this on his SDS EFI RV-4:
http://www.vansairforce.com/community/showpost.php?p=1191654&postcount=140
Some photos of his RV-4:
http://www.sdsefi.com/dave.htm
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_________________
John Bright, RV-6A, at FWF, O-360
Z-101 single batt dual alt SDS EM-5-F.
john_s_bright@yahoo.com, Newport News, Va
N1921R links |
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jonlaury
Joined: 06 Nov 2006
Posts: 336
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| Posted: Wed Jan 29, 2020 10:29 am Post subject: Re: Plan-B fuel flow . . . |
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With 2 fuel pumps, 1 running from main bus and 1 running on bat bus,
requiring a simultaneous failure of two alternators and battery failure, I've made my peace with the odds of losing both pumps to the nozzle (attached) mounted in intake plenum, teed into the recirc line,and controlled by a solenoid valve.
YMMV
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