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08-09-2013, 02:41 PM
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Join Date: Jun 2006
Posts: 316
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New Product release
Forced by suppliers we have redesigned our boost pump package. By some creative engineering we have eliminated the return line connection and reduced the cost o the pump package. Due for production release in August 2013, the pump now has a simple in and out hookup.
New price $390.00

Last edited by Don at Airflow : 08-09-2013 at 02:45 PM.
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08-09-2013, 03:58 PM
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Join Date: Mar 2006
Location: Newport, TN
Posts: 7,496
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Great job Don!
Hmmmm....this just made a swap to AFP FI much easier!
Can you also give me a brief rundown on the FM-150 and its advantages/disadvantages over the FM-200. I know it does not use a purge valve and this interest me greatly but I don't want to have hot start issues or anything like that.

Last edited by Brantel : 08-09-2013 at 04:02 PM.
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08-09-2013, 04:20 PM
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Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 5,686
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Very nice indeed!
__________________
Walt Aronow, DFW, TX (52F)
EXP Aircraft Services LLC
Specializing in RV Condition Inspections, Maintenance, Avionics Upgrades
Dynamic Prop Balancing, Pitot-Static Altmeter/Transponder Certification
FAA Certified Repair Station, AP/IA/FCC GROL, EAA Technical Counselor
Authorized Garmin G3X Dealer/Installer
RV7A built 2004, 1700+ hrs, New Titan IO-370, Bendix Mags
Website: ExpAircraft.com, Email: walt@expaircraft.com, Cell: 972-746-5154
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08-09-2013, 06:27 PM
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Join Date: Jun 2006
Posts: 316
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FM-150
Brian,
As you may know the FM-150 was designed for Superior Air Parts back in 2008. Then it kind of went dorment because of what happened to Superior. We revifed the design about 3 yease ago. The design criteria were to have the same flange interface, and length as a RSA-5 fuel servo, and no purge valve requirement. The FM-150 has a bit more flow capacity than a RSA-5 but probably would not be noticeable on a Lycoming 360. The fuel regulator has a redesigned mixture control that has pretty much zero leak (less than 5 cc/min) ICO. From an installation stand point the install should be like a RSA-5 or Silver Hawk unit, although putting a FM-200 on an up draft sump is pretty easy if your using Van?s air box. So the advantages are that you don?t have to run the purge return line and you don?t have to have a purge valve control cable in the cockpit to actuate the purge valve. I believe if the installation is done right on a stock cowl (no pressure cowl), you should be able to get buy with the hot starts. I guess there are a lot of Silver Hawk fans out there that will tell you how great their system starts hot (you would be surprised how many purge valves we sell to people with Silver Hawk and Bendix units though).
Now if your going to build that killer 360 engine, IO-390 or Stroker 400, we have a solution that?s probably got a 7-10 HP advantage over the Silver Hawk. We just came out with a new billet fuel regulator that will fit our existing throttle bodies. So a FM-200A will give you a big breathing unit that does not require the purge valve. The first prototype was on an engine in the Barrett booth at Oshkosh
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08-10-2013, 05:59 AM
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Join Date: Apr 2010
Location: Ridgeland, SC
Posts: 2,589
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Great looking pump assembly Don! This will certainly make plumbing alot easier for our customers.
Keep up the great work!
Tom
__________________
Tom Swearengen, TS Flightlines LLC, AS Flightlines
Joint Venture with Aircraft Specialty
Teflon Hose Assemblies for Experimentals
Proud Vendor for RV1, Donator to VAF
RV7 Tail Kit Completed, Fuse started-Pay as I go Plan
Ridgeland, SC
www.tsflightlines.com, www.asflightlines.com
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08-10-2013, 09:33 AM
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Join Date: Aug 2006
Location: santa barbara, CA
Posts: 1,682
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I don't understand what the difference in design of the different units is that determines whether a purge valve is necessary or not. something has to overcome the tendency for fuel vapor to form. Can Don or someone else elaborate?
Thanks
Erich
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08-10-2013, 09:38 AM
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Join Date: Mar 2006
Location: Newport, TN
Posts: 7,496
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Quote:
Originally Posted by erich weaver
I don't understand what the difference in design of the different units is that determines whether a purge valve is necessary or not. something has to overcome the tendency for fuel vapor to form. Can Don or someone else elaborate?
Thanks
Erich
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My limited understanding of it is that the FM-200 has a design that does not fully shut off the fuel at idle cut off of the mixture control and this is the primary purpose of the purge valve is to shunt this fuel back to the tank so that the engine will quit and not flood. The FM-150 is a different design that eliminates this issue. As a secondary benefit, the purge of the hot fuel helps during hot starts.
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08-10-2013, 03:17 PM
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Join Date: Jun 2006
Posts: 316
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Why the Purge Valve. A bit of history
Let me give you a bit of history. Back in 1984 (when we started the company) we knew that there was a lot of negative press about hot starts with aircraft fitted with Bendix fuel injection. When we designed the FM-series system the main objective was to simplify the regulator design and to make it handle fuel flows for engines ranging from 50 HP to 1200 HP, with gasoline or alcohol. In the design because of manufacturing reasons the idle and mixture control used rotary valves.
Identifying the reason for hot starts was key in developing the idea for the purge valve. With the Bendix fuel injection system as well as Airflow Performance system, there is no fuel return in the system. After shut down the heat from the engine boils the fuel in the fuel system. On the re-start there is part fuel part vapor so the start may not happen or the engine will start then stop. There is no way to get rid of the vapor, as the system has no fuel return. The only way to clear the system is to run the engine up to clear out the vapor.
By identifying this problem, a solution was to have a device that allowed the fuel to circulate through the system but not flood the engine. Putting the purge valve at the flow divider allowed 95% of the volume of fuel in the fuel system to be circulated thus eliminating the vapor and replacing the hot fuel with cool fuel. With this device the hot start problem was eliminated.
Now remembering that the FM-series fuel injection systems used rotary valves for the mixture control the fuel leakage at ICO was around 2-4 PPH. This did not always reliability shut the engine off and under certain conditions engine run on. Also since most injected Lycomings used a diaphragm fuel pump, after the engine stopped one stroke of fuel was put through the fuel injection system. The result being fuel dripping down the intake pipes and out the air inlet or out the manifold drain. By using the purge valve on these systems the shut down problem was also eliminated since the purge valve diverted the fuel at the flow divider and dumped the inlet fuel pressure.
We had a lot of push back on this design too as it required an additional cable control in the cockpit and the return line to one of the fuel tank feed lines. Basically some people loved it and some wired the device open. To me it was pretty simple, start and stop the engine using the purge valve, leave the mixture control full rich all the time unless leaning in flight at altitude.
We now offer a system that does not require the use of the purge valve. The FM-150, FM-100A, FM-200A, and the FM-300B have a new design fuel regulator that does not require the purge valve.
Don
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08-12-2013, 09:14 AM
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Join Date: Oct 2009
Location: Plano, TX
Posts: 18
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Return line
Don
So I assume you still need the return line with the new fuel regulator? If you don't how does the hot fuel get exchanged or does it?
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08-12-2013, 09:25 AM
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Join Date: Nov 2005
Location: KRTS
Posts: 1,798
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Why couldn't you release this about 6 months ago?!?! I murdered about 15' of tubing trying to build my fuel pump setup!!  
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