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07-06-2016, 05:40 AM
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Join Date: Dec 2013
Location: Santa Clara, CA
Posts: 250
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Quote:
Originally Posted by N427EF
I don't see any reason for running a line out to the 3rd bay.
Simply terminating the return line at the fitting works just fine.
Unlike a vent line there will always be fuel in that return line.

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Just curious, what is the flange you used for this return line? Is the fitting attached to it the same diameter as the fuel pickup?
Thanks!
Rodrigo
__________________
Rodrigo Damazio Bovendorp
San Jose, CA
RV-10 builder #41623
Build log at http://www.airplane.build/
VAF dues paid
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07-06-2016, 05:44 AM
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Join Date: Mar 2006
Location: Newport, TN
Posts: 7,496
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Quote:
Originally Posted by rdamazio
Just curious, what is the flange you used for this return line? Is the fitting attached to it the same diameter as the fuel pickup?
Thanks!
Rodrigo
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That looks like the standard flange that Van's sells for the fuel drain port at the bottom of the tank.
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07-06-2016, 11:10 AM
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Join Date: Dec 2013
Location: Santa Clara, CA
Posts: 250
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Quote:
Originally Posted by Brantel
That looks like the standard flange that Van's sells for the fuel drain port at the bottom of the tank.
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Isn't that for a much smaller fitting than the fuel pickup? (Is it even NPT standard?)
__________________
Rodrigo Damazio Bovendorp
San Jose, CA
RV-10 builder #41623
Build log at http://www.airplane.build/
VAF dues paid
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04-24-2017, 09:22 PM
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Join Date: Dec 2011
Location: Wiltshire, UK
Posts: 6
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Data References ..?
Quote:
Originally Posted by DanH
Bendix RSA-5 or RSA-10 (or Bendix style, i.e Precision): no return line required.
Airflow Performance FM-200: single return line, tee into one tank feed upstream of fuel selector, or return directly to one tank.
Airflow Performance FM-150 or FM-200A: no return line required.
EFii electronic: one return line back through firewall to duplex fuel selector, then a return line to both tanks.
Strongly recommend against separate fuel supply and fuel return selector valves with the EFii system.
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Great thread guys.
I'm still planning my fuel layout and am not ashamed to say that I'm struggling to digest this wealth of knowledge.
I did not make provision for a return line when building my wings (wish I had thought a little deeper now !), so the options for a system that does not require a return line are most appealing.
May I ask where you sourced the above info Dan...? I'm blowed if I can find much online about the technical requirements of each.....maybe I'm just not looking in the right places ! ;o))
Thanks again to one and all..
Chris
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04-25-2017, 10:18 AM
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Join Date: Feb 2013
Location: Charlotte, NC
Posts: 659
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The easiest is to use EFII fuel bungs as they recommend a -6 size return fitting (I believe the SDS has the same suggestion).
http://www.flyefii.com/products/acce...uel-tank-bung/
I just used a -6 AN bulkhead fitting but didn't use the bracket to prevent it turning, thus I'll have to use an extra nut to ensure I can tighten the return line on the actual fitting.
__________________
www.N1017H.com
Tim Huneycutt, Capt, NCANG
PC-12 Pilot
N1017H RV-10 Flying 2019
EAA #: 1106970
2020 VAF Dues Paid!
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04-28-2017, 11:14 PM
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Join Date: Aug 2005
Posts: 97
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Quote:
Originally Posted by paul330
....... except Mogas is not approved for the IO540.......
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What makes you think that? The engine was certified on 91/96 octane, just like the 180hp 4 cylinder engines. Same cylinder, same compression ratio (if you go with stock). What kind of approval are you looking for in an experimental aircraft?? There is no reason the engine shouldn't run fine on 91 or higher octane mogas as long as it does not contain ethanol.
I just double checked...A and D series IO540 is approved for 91/96 or 100LL.
I am planning on trying some, in one tank, to see how it does. In many of the southern states mogas in the summer has same or lower Reid vapor pressure as 100LL, generally 7.0 to 7.5. IIRC 100LL is 7.5.
__________________
Kelly McMullen
A&P/IA
EAA Tech Counselor
KCHD
RV-10 40866
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04-28-2017, 11:21 PM
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Join Date: Aug 2005
Posts: 97
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Quote:
Originally Posted by Walt
I agree, install the plumbing back to the tank then its there if you need it.
Plumbing back to the tank also eliminates the need for any special "purge procedure" like having to remember to select a particular tank.
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I suppose some of the alternative FI systems may need different starting procedures. With stock Bendix RSA injection and Bendix S1200 mags, I have no issue with hot starts. The engine in stock, certified configuration starts pretty easily, hot or cold. Took me a half dozen hot starts to figure out best technique, given that my MT prop has pretty close to zero flywheel effect.
__________________
Kelly McMullen
A&P/IA
EAA Tech Counselor
KCHD
RV-10 40866
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04-28-2017, 11:26 PM
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Join Date: Dec 2011
Location: Livermore, CA
Posts: 6,797
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Not that simple....
Remember that that 91 number is "motor octane", while car gas 91 is "R+M/2", average of motor and research octane numbers. 91 car gas is about 87 motor octane.
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04-29-2017, 05:58 AM
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Join Date: Aug 2014
Location: Ocala, FL (Leeward Air Ranch)
Posts: 118
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AKI (a little thread hijack)
That average is the Anti-Knock Index (AKI) posted on gasoline pumps. Lycoming Service Instruction 1070S, dated 4/24/13, specifically permits use of 93 AKI automotive gas in the IO-540-D series engines. However, alcohol>1% is not allowed.
The Letter also cautions that winter blend automotive fuels often have Reid vapor pressures higher than aviation fuels.
Using such unleaded gas requires Lycoming oil additive LW-16702, an anti-scuff additive, which is in Aeroshell 15W50 and 100W Plus oils.
__________________
Bruce
Panther - Building 2019
RV-12 - Flying 2016; Sold 2018
RV-10 - Sold 2018; Flying 2018
SeaRey - Flying 2012; Sold 2017
Last edited by bruceflys : 04-29-2017 at 06:00 AM.
Reason: Syntax
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05-02-2017, 07:47 AM
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Join Date: Aug 2005
Posts: 97
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Quote:
Originally Posted by BobTurner
Remember that that 91 number is "motor octane", while car gas 91 is "R+M/2", average of motor and research octane numbers. 91 car gas is about 87 motor octane.
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Well aware of that. Note that most carbureted O-540s have Petersen STC, including those with the same 8.5 compression and parallel valve cylinders, as used in the Comanche 250, and PA-32-260. They did note some material compatibility issues with the gaskets/diaphragms in the Bendix fuel injection as of the mid-late 80's test timeframe. I do not know, but suspect that units overhauled in more recent years are less likely to have those problems. That is their stated reason that they did not try to obtain STCs for any fuel injected Lycoming engines. They did get some of the Continental IO-470s approved as the Continental injection units did not exhibit the problem they found with the Bendix.
__________________
Kelly McMullen
A&P/IA
EAA Tech Counselor
KCHD
RV-10 40866
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