Gentlemen/Ladies:
I have been following this thread for several years mostly
because I never cease to read of complications which I never thought would
arise - ignorant of the threats. When I think of gangloading fuel cells for
every takeoff and assorted simple processes we were taught, I wonder what
ever kept us alive.
Suddenly I am thrust into thye fray with my own machine and
having to puzzle out the threats myself.
What I am wondering is:
Are we discussing Nigel's system (which I much admire) by alluding to faults
which cannot be combatted with a simple straightforward system? That is,
what is the simple system correction for pump failure, filter clog, or water
contamination, leaks - which is not available in Nigel's scheme of things?
For instance, while I agree that aeration is a scourge which
might be made more dangerous by having both tanks feeding at once, is not
the Nigel method to turn off the bad one, once found? What is the simple
system answer to that?
signed, Querulous
----- Original Message -----
From: Fred Fillinger <fillinger@ameritech.net>
Subject: Re: Fuel Pressure
> > My system actually needs less pilot input than the conventional system
both
> > in normal and emergency situations. In fact in auto mode the system will
> > pick up a problem with the mechanical side and act on it probably before
> > the pilot is aware that there is a problem. Including checklist items in
> > the normal and emergency checklists are more about checking for
> > serviceability and coping with multiple failures than anything else.
> > Understanding this relatively simple system is not exactly rocket
science.
> >
> > Nigel Charles
>
> I was thinking of potential complications in dealing with
> water-contaminated fuel. Accident statistics here say there is a much
> higher probability of this occurring than failure of an engine-driven
> pump and vapor lock combined. It would seem that if the left side
> were water-contaminated, overwhelming its gascolator, the boost pump
> may not supply clean fuel from the other side (relative pump
> pressures). The next step would be shutting off the left side valve.
> The reverse might be where the right side is contaminated, boost is on
> during during T/O or landing, and its pressure overrides the
> mechanical pump. Disabling boost might then correct it, but which do
> you do first? I would agree there's light twins that are more
> complicated, though, and an elegant system overall. But have you
> ground-tested the system to see how she reacts to water contamination
> either side and best sequence to correct in flight?
>
> Regards,
> Fred F.
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