replumbing fuel sysyem on vari

[pushyhog]

need some sketches or drawings, some help! lyco 0-235w/ellison/zavier/e-mag. i think fuel bays should go to shutt-off valve first. it's not that way rite now and soon to change..

[ezbuilder2]

You can go here: http://www.ez.org/calist.htm and search the
Canard Aviators posts. I know this has been discussed many times.

A lot depends on your current setup, wether you have an electrical system and boost pump or the plans type header tank.
Post more details and maybe someone can help.

I would hesitate to change the stock system unless you know exactly what you're doing and consider all the possibilties.

It's what you don't know that can kill you.

[pushyhog]

in your opinion what is stock system on a vari?

[ezbuilder2]

I'd have to look at the plans/CP's(Canard Pusher Newsletter) to give you accurate info and I don't have them here. As I recall the system
was modifed from the original plans in one of the early CP's.  

If you don't have the CP's and/or plans I would get them so that you know how it is supposed to be by design.

You could download the text of the CP's but with out the diagrams it would not be much help.  You can get a CDRom with all the CP's and the construction manual here:

http://www.dragonaero.com/RAFCDROM.htm

[Dan Patch]

in your opinion what is stock system on a vari?

Left and right strake tanks that are teed together to feed a fuel valve mounted on the forward, right side of the firewall, inside the "hell hole".  Fuel valve is actuated by a torque tube running down the right side of the fuselage, forward to the right arm rest.  A separate reserve tank is located above the spar holding ~2 1/2 gallons, also routed to the fuel valve.  Gascolator is mounted on the aft face of the firewall, near to and fed by the fuel select valve outlet port via an aluminum line that passes through the firewall.  Fuel valve positions are: off (handle right, outboard), reserve tank on (handle vertical), and both main tanks on (handle left, inboard).  

No mechanical or electrical fuel pumps are used with the Cont. O-200.  

Main tanks have vent lines that are routed to a tee at the top of the cowl at the aft face of the firewall, where a single vent line from the tee runs down to exit the side of the fuselage below the spar on the right side and pointing into the incoming airflow.  The reserve tank is separately vented from its highest point above the canopy using a 90 degree vent tube, also pointed into the airflow.  

I would strongly urge that you GET and FOLLOW the stock fuel system plans, lines and routing of lines.  Fuel systems are not nearly as simple as they look, and regularly kill those who don't know what they don't know.  This is serious stuff.  Enough said.

[pushyhog]

thanks dan, u just gave me a few more tips... F rom one of your fans that walks up on saturdays to stare at your plane.
I have lyc O-235, may not need a facet elec pump???
I boughta new andair gascolator,(collecting & discarding parts)
I have fuel flow meter and press sensor.
Manual primer...
This plane had 3 pumps on it, one to fill header in flight and one for primer,and i don't know what the other one even did.
Ellison throttle body, plane had main fuel line run in side of ellison and another fuel line running out the opposite side. ellison wants me to send-em a picture..
Recomend a new shutt-off valve and where to purchase??
I have flown plane but over runway til I change fuel system..
Throttle body restored by ellison month ago!!!!!!!!!!!

[Bob]

need some sketches or drawings, some help! lyco 0-235w/ellison/zavier/e-mag. i think fuel bays should go to shutt-off valve first. it's not that way rite now and soon to change..

Another thing to consider when making changes.

http://www.ellison-fluid-systems.com/homebuilt_court_decision.htm

[Anonymous]

Oh, man, that judgment was bogus.

The poor guy had gone from the standard gravity system to a pump system, back to the gravity system, BACK to the pump system and eventually gave up and wound up putting everything back the way it was in the first place.

THEN he crashed, with the airplane (apparently) as it was in the first place.

And he was denied coverage because he'd made mods and not gotten the airplane recertified! That's a loophole if ever I saw one.

[Waiter]

As much as I hate to say it, I have to agree with the courts decision.   :evil:

This had nothing to do with the safety of the modifications, the aircraft, or the pilot. But a paperwork trail, that was required, but did not exist.

In Davenports case;  ""One limitation required that "[t]he cognizant FAA Flight Office must be notified and their response received in writing .  ""

He did NOT notify the FSDO, and did NOT get a response in writing. Therefore, he did not have a valid airwortiness certificate.

Although My Operating Limitations don't read "Exactly" like this. They do require that I "Notify the cognizant FSDO of any major alterations to the Airframe or Powerplant". (It doesn't say require permission, or recieve response). To abide by this, I FAX my FSDO a letter stating what I'm doing. On the FAX, I quote the sentence regarding "Notify the cognizant FSDO of any major alterations".  I keep a copy in my records, just for such occations.

WARNING: READ YOUR OPERATING LIMITATIONS. If you do NOT follow them to the letter, your Airworthiness certificate is void,  and this kind of crap will also happen to you.

The FSDO,s do have guidlines they usually follow, BUT, EVERY FSDO IS DIFFERENT and they can insert any limitation or language they want.  



Waiter