OK, so I'm gonna use the -4 size fittings.
How did you guys decide which to use - i.e a straight fitting coming out or an angle fitting? I can see benefits / downsides to both.
If using an angle fitting, which way should it point? I'm assuming this line will have to be plumbed in de novo since it is not in the plans and will likely come from the same area as the fuel line. Any thoughts? It would be difficult to change the orientation of the angle fitting after everything is all closed up...
Thomas
More fuel return questions
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captain_john
- Sparky
- Posts: 5880
- Joined: Sun Oct 31, 2004 9:17 am
- Location: KPYM
I plumbed my vapor return lines aft. It seemed like I would have less interference that way.
The vent goes forward, and this points aft.
Seemed like a good setup to me at the time. I consulted Dan at the time. He thought so too.
CJ
The vent goes forward, and this points aft.
Seemed like a good setup to me at the time. I consulted Dan at the time. He thought so too.
CJRV-7
Garmin G3X with VP-X & a TMX-IO-360 with G3i
It's all over but the flying! 800+ hours in only 3 years!
Garmin G3X with VP-X & a TMX-IO-360 with G3i
It's all over but the flying! 800+ hours in only 3 years!
-
captain_john
- Sparky
- Posts: 5880
- Joined: Sun Oct 31, 2004 9:17 am
- Location: KPYM
Some FI systems require it, Jim.
The ECI one in particular.
I didn't want to eliminate a product based on the lack of this port, so I installed one. Besides, the ECI Kool-Aid has the system making an inchertoo more MP at altitude that it's competitors.
Just wanna look into it for now, but still need to prepare for it.
My $0.02. YMMV
See this diagram:
http://www.eci2fly.com/pdf/FIS11x17.pdf
CJ
The ECI one in particular.
I didn't want to eliminate a product based on the lack of this port, so I installed one. Besides, the ECI Kool-Aid has the system making an inchertoo more MP at altitude that it's competitors.
Just wanna look into it for now, but still need to prepare for it.
My $0.02. YMMV
See this diagram:
http://www.eci2fly.com/pdf/FIS11x17.pdf
CJRV-7
Garmin G3X with VP-X & a TMX-IO-360 with G3i
It's all over but the flying! 800+ hours in only 3 years!
Garmin G3X with VP-X & a TMX-IO-360 with G3i
It's all over but the flying! 800+ hours in only 3 years!
Thomas,
I also put the "just in case" return fittings into my tanks. (It's "just in case" because, I'll probably put in a good ol' carb, but just maybe I'll change my mind to an FI that needs it.) I weighted the parts, including the cap to close it up, it adds about 7 grams per tank. That's not much ... it's easy to put that much weight in a little extra thick pro-seal!
I picked the angled fitting, because it gives you a place to put a wrench onto the fitting when you are tightening (or loosening) the flare nut. I was afraid if I used the straight-through fitting, the fitting would turn when I tightned the nut.
Besides, I think for the space, the angle fitting is going to fit and work better.
On my first tank, the fitting is facing forward. For some reason, I thought it should go the same way as the vent line. Now I think this was a bad idea.
As CJ said, I think it will work better pointing backwards. Jeeesh! I should just look at what CJ has done, copy that, and quit thinking and messing things up!
On my second tank, the return line is pointing backwards.
For my first tank ... I think there's space in the wing root area to form a loop and bring the line backward ... so I think it'll work out and I'll leave it that way for now.
I also used the -4 (1/4") fittings. I think this the right size for Lycoming-like engines. I saw that the Eggy Subaru recomends a -5 (5/16") return line ...
and that's how I did it, for whatever it's worth.
Loooose
I also put the "just in case" return fittings into my tanks. (It's "just in case" because, I'll probably put in a good ol' carb, but just maybe I'll change my mind to an FI that needs it.) I weighted the parts, including the cap to close it up, it adds about 7 grams per tank. That's not much ... it's easy to put that much weight in a little extra thick pro-seal!
I picked the angled fitting, because it gives you a place to put a wrench onto the fitting when you are tightening (or loosening) the flare nut. I was afraid if I used the straight-through fitting, the fitting would turn when I tightned the nut.
Besides, I think for the space, the angle fitting is going to fit and work better.
On my first tank, the fitting is facing forward. For some reason, I thought it should go the same way as the vent line. Now I think this was a bad idea.
As CJ said, I think it will work better pointing backwards. Jeeesh! I should just look at what CJ has done, copy that, and quit thinking and messing things up!
On my second tank, the return line is pointing backwards.
For my first tank ... I think there's space in the wing root area to form a loop and bring the line backward ... so I think it'll work out and I'll leave it that way for now.
I also used the -4 (1/4") fittings. I think this the right size for Lycoming-like engines. I saw that the Eggy Subaru recomends a -5 (5/16") return line ...
and that's how I did it, for whatever it's worth.
LooooseRV-7A wings