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recapen(at)earthlink.net
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 Posted: Tue Sep 11, 2012 3:27 am Post subject: Fuel pump cooling |
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For those of you that have installed a cooling shroud on your fuel pump, are you using the entire inch diameter for the flange hole to steal the air? Is it enough / too much?
I'm thinking I might open it the full inch and put inserts to reduce it...but then how do I know what's enough.....
Ralph
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BARRY CHECK 6
Joined: 15 Mar 2011
Posts: 738
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| Posted: Tue Sep 11, 2012 5:24 am Post subject: Fuel pump cooling |
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Ralph:
The 1" size is perfectly acceptable. You can always make it smaller... But, you can't make it bigger - BUT, don't forget, the exhaust area has to be at least TWICE the AREA of the input. Area of a circle = 2Pi*R^2.
Barry
On Tue, Sep 11, 2012 at 7:27 AM, Ralph E. Capen <recapen(at)earthlink.net (recapen(at)earthlink.net)> wrote:
[quote]--> LycomingEngines-List message posted by: "Ralph E. Capen" <recapen(at)earthlink.net (recapen(at)earthlink.net)>
For those of you that have installed a cooling shroud on your fuel pump, are you using the entire inch diameter for the flange hole to steal the air? Is it enough / too much?
I'm thinking I might open it the full inch and put inserts to reduce it..but then how do I know what's enough.....
Ralph
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recapen(at)earthlink.net
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| Posted: Tue Sep 11, 2012 5:56 am Post subject: Fuel pump cooling |
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Thanks Barry,
It always comes back to high-school math......
I'm thinking that since this has some official sticker on it, the inlet/outlet areas have been optimized as you have described.
Making the inlet smaller will provide continued conformance to the criteria you have listed.
Ralph
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BARRY CHECK 6
Joined: 15 Mar 2011
Posts: 738
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| Posted: Tue Sep 11, 2012 7:09 am Post subject: Fuel pump cooling |
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Ralph:
Do not become too concerned about vapor lock. Yes, some of the stories you hear are true, but many more are exaggerated. The best things you can do towards its prevention are:
1 - Point the plane into the wind after shutdown.
2 - Open all cowl flaps (if any)
3 - Open the oil door
4 - Turn on and take off with boost pump ON.
5 - Leave boost pump ON until you reach a safe altitude.
6 - The rest is all dependent upon your building practices - The routing of fuel lines and Fire Sleeves, as mentioned.
I would NOT reduce the size of the SCAT tube any smaller than 1". Volume of air flow is NOT only dependent upon size of the tube but also the Flow Dynamics of the tube. This means internal turbulence and restrictions [bends, obstructions, roughness, corrugation and input & output restrictions]. And, if you really want to explore the dynamics of this - Look up Open and Closed end Resonance. I know, I know, way more information than needed 
Barry
On Tue, Sep 11, 2012 at 9:53 AM, Ralph E. Capen <recapen(at)earthlink.net (recapen(at)earthlink.net)> wrote:
[quote]--> LycomingEngines-List message posted by: "Ralph E. Capen" <recapen(at)earthlink.net (recapen(at)earthlink.net)>
Thanks Barry,
It always comes back to high-school math......
I'm thinking that since this has some official sticker on it, the inlet/outlet areas have been optimized as you have described.
Making the inlet smaller will provide continued conformance to the criteria you have listed.
Ralph
--
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