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  #11  
Old 05-06-2015, 08:15 AM
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ERushing ERushing is offline
 
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My QB wings are arriving in August or September. I've been thinking about plumbing. Is it feasible (moderately easy) to rev the QB tanks for the return fuel line? Or does the fact that I'm going QB mean a return line will be a difficult undertaking?

Thanks!
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  #12  
Old 05-06-2015, 09:36 AM
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It is very easy to install a fitting in quick built tanks. Do it through the big hole where the sender goes. If you later decide to not use a return line, easy to cap off the fitting.
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  #13  
Old 05-06-2015, 09:44 AM
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Quote:
Originally Posted by Mike S View Post
It is very easy to install a fitting in quick built tanks. Do it through the big hole where the sender goes. If you later decide to not use a return line, easy to cap off the fitting.
Yes, it is fairly easy but be sure to search the forum for an acceptable location. Several have installed return fittings that interfered with the carry through spar.
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  #14  
Old 05-06-2015, 09:55 AM
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Sorry to hijack the thread. Thanks of the info, Mike(s)! I'm relieved that I didn't close off a key option.
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  #15  
Old 05-06-2015, 11:27 AM
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Also on the return location, be sure it will not splash, induce air bubles in the fuel pick up area. some have located return plumbing into the next bay.
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  #16  
Old 05-06-2015, 11:58 AM
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Quote:
Originally Posted by bret View Post
Also on the return location, be sure it will not splash, induce air bubles in the fuel pick up area. some have located return plumbing into the next bay.
Splashing is not an issue and will not induce bubbles into the fuel system.
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  #17  
Old 05-06-2015, 12:49 PM
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Quote:
Originally Posted by Jesse View Post
...Most if the fuel map is set based on rpm, and in 250rpm increments. That means that the map for 2400 and 2500 is the same...
Is this true? Although you may enter data points in 250 rpm increments, I would think that the resulting map is either a curve fit to your data points, or at the very least, doing a linear interpolation between your data points. Either way, you would be getting specific fuel settings for the sensed rpm.
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  #18  
Old 05-06-2015, 03:31 PM
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Quote:
Originally Posted by CATPart View Post
Is this true? Although you may enter data points in 250 rpm increments, I would think that the resulting map is either a curve fit to your data points, or at the very least, doing a linear interpolation between your data points. Either way, you would be getting specific fuel settings for the sensed rpm.
The RPM Fuel Values compensate for VE changes only. Since VE only changes about 5% on a Lycoming every 250 rpm, in the effective powerband, this makes little difference in AFR. The number of injection events are proportional to rpm.

Basic fueling is the result of RPM Fuel X MAP plus a correction for IAT.
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  #19  
Old 05-06-2015, 03:33 PM
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Quote:
Originally Posted by bret View Post
Also on the return location, be sure it will not splash, induce air bubles in the fuel pick up area. some have located return plumbing into the next bay.
I would not put it into the 2nd bay. I made a point of noting that the useable fuel is similar to the non-return systems. I tested this to see if there was a problem as you mention. I would think returning to the 2nd bay wuld cause more of a problem than it would solve.
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  #20  
Old 05-06-2015, 03:34 PM
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Quote:
Originally Posted by CATPart View Post
Is this true? Although you may enter data points in 250 rpm increments, I would think that the resulting map is either a curve fit to your data points, or at the very least, doing a linear interpolation between your data points. Either way, you would be getting specific fuel settings for the sensed rpm.
The programmer shows RPM, MAP and a lot of other bits of info. However, it only shows rpm in the nearest even 250rpm increment. I don't think there is any interpolation involved.
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