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klehman(at)albedo.net
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 Posted: Sun Mar 19, 2006 5:45 am Post subject: Backup fuel injection (was Z-19) |
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John
Sure one injector will do it. That is how a carbuerator and countless
throttle body injected cars run. While not absolutely necessary, with
only one injector, it is usually positioned upstream of the throttle
butterfly for good mixing which was difficult for me so I welded in four
more ports for 4 used port injectors like newer cars do. The airflow is
usually down into a throttle body injected engine which simplifies some
things like fire risk. If you go to the megasquirt site
http://www.megasquirt.info/v22manual/mtabcon.htm
you will find hundreds of pages of info on the megasquirt computer and
how it operates written for the many hundreds of neophytes that have
built and installed it on just about every type of gas engine that
exists. Better than most books on the subject. And several very active
user groups to peruse or ask questions. I wouldn't bet my life on it but
that little computer is totally adequate to control a backup fuel
injection system if you are willing to invest the time to learn about it
and save the cost of purchasing a second off the shelf system. I
understand when someone says the primary system is orders of magnitude
more reliable than the engine but that is not true for all the sensors,
my wiring, or an overheated part that was not installed in the best place.
Just before we take this off list (it is a bit off topic) I totally
agree with Bob's post on fuel starvation. I installed a 2 gallon gravity
fed header tank with a float switch in it to warn if it is ever not full.
Ken
John Burnaby wrote:
| Quote: |
Ken,
I'm intrigued. Could one just put a single injector squirting into the intake plenum? What takes the sensor signals and fires it? Just remember, you're talking to an electro-phobe.
Thanks,
John
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BobsV35B(at)aol.com
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| Posted: Sun Mar 19, 2006 6:49 am Post subject: Backup fuel injection (was Z-19) |
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Good Morning Ken and John,
Some fifty plus years ago, I had a friend who was doing a lot of IFR flying
in a Cessna 170.
He had experienced a few problems with fuel feed. Plugged filters and such.
His back up answer (long before the FAA came into existence and the CAA
didn't bother GA as much as the FAA does now) was to place a "T" fitting at the
outflow of the left main fuel tank. From there he ran a one-eighth inch
copper line to the carburetor via a small needle valve mounted on the control
panel. That line was fastened to a small fitting that he had inserted in the
carburetor throat just down stream from the butterfly valve. He could stop the
fuel from the normal system by turning off the fuel valve, open his auxiliary
needle valve and control the power quite well by using the throttle valve to
control airflow and the needle valve to control fuel. That setup bypassed
almost all of the areas with which he had experienced difficulties.
More than one way to skin a cat!
Do Not Archive
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/19/2006 7:47:30 A.M. Central Standard Time,
klehman(at)albedo.net writes:
Sure one injector will do it. That is how a carburetor and countless
throttle body injected cars run. While not absolutely necessary, with
only one injector, it is usually positioned upstream of the throttle
butterfly for good mixing which was difficult for me so I welded in four
more ports for 4 used port injectors like newer cars do.
| | - The Matronics AeroElectric-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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klehman(at)albedo.net
Guest
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| Posted: Sun Mar 19, 2006 7:07 am Post subject: Backup fuel injection (was Z-19) |
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Yes I understand there were a number of such systems fitted. I've also
heard that there were about as many problems caused by guys training
(playing with it) as there were saves because of it. I guess some guys
have even used a primer system with success. Since a manual system would
have limited use on takeoff or on approach I decided to go with
something a little more sophisticated.
Ken
BobsV35B(at)aol.com wrote:
| Quote: |
Good Morning Ken and John,
Some fifty plus years ago, I had a friend who was doing a lot of IFR flying
in a Cessna 170.
He had experienced a few problems with fuel feed. Plugged filters and such.
His back up answer (long before the FAA came into existence and the CAA
didn't bother GA as much as the FAA does now) was to place a "T" fitting at the
outflow of the left main fuel tank. From there he ran a one-eighth inch
copper line to the carburetor via a small needle valve mounted on the control
panel. That line was fastened to a small fitting that he had inserted in the
carburetor throat just down stream from the butterfly valve. He could stop the
fuel from the normal system by turning off the fuel valve, open his auxiliary
needle valve and control the power quite well by using the throttle valve to
control airflow and the needle valve to control fuel. That setup bypassed
almost all of the areas with which he had experienced difficulties.
More than one way to skin a cat!
Do Not Archive
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
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