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#21
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Does Lycoming make any sense?
The pressure drop across the nozzle orifice is the absolute pressure into
the nozzle less the absolute pressure in the manifold. I don't have a system diagram here, but I believe the factory fuel flow gauge is a differential pressure gauge referenced to manifold pressure. "Capt.Doug" wrote in message ... "Stan Prevost" wrote in message I don't think so, at least not very much decrease. I think the fuel will divide among the functioning injector nozzles. This is why the pressure increases when one is blocked, the fuel is forced through a fewer number of orifices, causing a greater pressure drop across them. If we are talking about the OEM 'flowmeter', how many transducers does it have? It would need two to measure a pressure drop. It needs only one to measure the pressure near the spider. If it has only one transducer near the spider, and a nozzle clogs, the remaining nozzles won't flow enough to relieve the increased pressure and the result will be an increased 'flow' indication. But I believe they flow all the metered fuel (or nearly all of it) as long as the fuel pump provides sufficient pressure. Do you think the fuel flow out of the fuel injector body (fuel servo) decreases if one nozzle clogs? Once there is enough restriction to flow so that the "back pressure" from the spider approaches the fuel pump pressure, then flow will reduce, but until then, I think the servo maintains the flow it wants. |
#22
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Does Lycoming make any sense?
"Robert M. Gary" wrote in message ups.com... Stan Prevost wrote: I don't think so, at least not very much decrease. I think the fuel will divide among the functioning injector nozzles. This is why the pressure increases when one is blocked, the fuel is forced through a fewer number of orifices, causing a greater pressure drop across them. But there is noticable change in pressure, just in flow. The flow is very high. I could see that if 1 nozzle was plugged that the other 3 would have increased flow but I can't see that the total amount of fuel delivered would be double. Fuel flow is measured by a spinning wheel and is not pressure related. I assume you meant that there is *no* noticeable change in pressure. But I'm not sure we are talking about the same thing. You measured fuel pressure out of the fuel pump and found that it doesn't change. My question was whether the "flow" indicated by the pressure-based factory flowmeter changes. This is related to fuel pressure after the fuel servo, which is not the fuel pressure you measured, I don't think. If the indication of the factory fuel flow gauge, actuated by fuel in the fuel distribution lines, has not changed, but the true flowmeter indication has greatly changed, then I think you have one of two problems: The true flowmeter is broke, or you are spewing fuel out of the system somewhere before the fuel servo, or in it. But since the high fuel flow indication is accompanied by poor engine performance, I think it is fuel spewing inside the servo. If I remember right, one thing that can happen in a fuel servo is that an internal problem can cause fuel to spew out of one of the ram air sensing ports in the venturi, and get sucked up into the manifold, making the mixture way too rich. The nozzles might have reasonably correct flow, but the total flow will be too much. If this is happening, you can see blue fuel stains in the venturi section, and maybe dripping fuel. Also you would experience high true fuel flow. And ye$, thi$ doe$ call for overhaul of the $ervo. Stan |
#23
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Does Lycoming make any sense?
Stan Prevost wrote: "Robert M. Gary" wrote in message ups.com... I assume you meant that there is *no* noticeable change in pressure. But I'm not sure we are talking about the same thing. You measured fuel pressure out of the fuel pump and found that it doesn't change. My question was whether the "flow" indicated by the pressure-based factory flowmeter changes. I don't have a pressure-based flow indicator. -Robert |
#24
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Does Lycoming make any sense?
"Robert M. Gary" wrote in message ups.com... Stan Prevost wrote: "Robert M. Gary" wrote in message ups.com... I assume you meant that there is *no* noticeable change in pressure. But I'm not sure we are talking about the same thing. You measured fuel pressure out of the fuel pump and found that it doesn't change. My question was whether the "flow" indicated by the pressure-based factory flowmeter changes. I don't have a pressure-based flow indicator. Oh. Sorry for the confusion. You said you had a JPI fuel flow transducer, so I assumed that was an add-on sensor operating with an add-on instrument and that the original factory "flow" indicator was still present. I was assuming a certified aircraft, and you might be talking about an experimental. Still, a measurement of fuel pressure at the spider would be a useful clue, as would an inspection of the venturi for fuel stains. Stan |
#25
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Does Lycoming make any sense?
Stan Prevost wrote: "Robert M. Gary" wrote in message ups.com... Oh. Sorry for the confusion. You said you had a JPI fuel flow transducer, so I assumed that was an add-on sensor operating with an add-on instrument and that the original factory "flow" indicator was still present. I was assuming a certified aircraft, and you might be talking about an experimental. No, Mooney just never installed any type of flow indicator. The only thing Mooney gave us is pump pressure. It usually drops slightly at high power vs. low power but almost too little to notice. From my previous Bonaza flying I understand what you are talking about though. -Robert |
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