REFLECTOR: Franklin Fuel Injection

Mon Feb 17 13:27:12 CST 2014

I made a set of intake manifolds out of stainless that are much lighter 
than stock.  They look just like exhaust manifolds.  I have some CAD 
drawings that I made that you could send out to have someone fabricate 
for you.

I'm using Bosch fuel injectors pointing at the intake valve, one 
injector per cylinder.  I can tune the mixture for each cylinder.

Waterman Racing fuel pump that I machined an adapter for so it will fit 
a standard accessory pad.

Airmotive Research fuel pressure regulator set to 45PSI.

Autronic SMC racing engine control unit.  I threw away their supplied 
harness because they broke some fundamental wiring rules in an attempt 
to make a simpler harness.

Bosch electric backup fuel pump.

The fuel flows from the sump to a splitter.  One goes to the electric 
pump, one goes to the mechanical pump.  After each pump is a filter, 
then check valve where the two paths rejoin.  Fuel goes to the regulator 
where the excess is returned to the sump.

I tested my mechanical pump this weekend, and it generated 180PSI of 
fuel pressure using a battery operated drill.  My fuel flow sensors show 
that on mechanical pump only, it's generating about twice the required 
fuel flow.

I have not tuned in the mixture to my liking yet.  It's difficult, and 
really requires to people in the airplane to do it properly, but I'm 
burning about 7 gph per flight now.  With an IVO, I'm getting 2250RPM 
static.

I can provide more engineering details if you are interested.

One problem I'm having is the fuel pump is getting heat soaked after 
landing.  I think it's conducted from the engine.  It won't make fuel 
pressure when its hot, and I think the fuel is just vaporizing once it 
gets to the pump.  I've insulated the pump, and am considering some sort 
of thermal barrier to place on the AND20000 engine pad.

On 02/17/2014 12:44 PM, Grover McNair wrote:
>
> Brian,
>
> While I cannot help you with your battery issue I would like to know 
> more about your injection system. I am considering a different 
> injection system for my Franklin. Currently it has a Continental 
> system that does not work well. Any suggestions would be appreciated.
>
> Grover McNair
>
> *From:*reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] 
> *On Behalf Of *Brian Michalk
> *Sent:* Monday, February 17, 2014 12:45 PM
> *To:* Velocity Aircraft Owners and Builders list
> *Subject:* Re: REFLECTOR: It's been really quiet this week
>
> I've been flight testing.  It's a slow process for me, since my engine 
> design while Franklin based, has EFI and EI.
> I have been battling high CHT's even in the cooler weather, and am 
> seeing positive results as the engine breaks in.
>
> Specifically, I've been testing the forward CG limits, and have 
> decided that my decision to move equipment as far forward as possible 
> was a bad one.  I was intending to have Juanita be able to fly the 
> airplane without ballast, but with my weight, I can't really carry 
> much in the copilot seat.  I mounted a big Optima Red Top at a 15 inch 
> arm location.  This weekend I relocated it temporarily to just forward 
> of the whales tail, but for a permanent solution, I am looking at some 
> of the really lightweight batteries that are out there, and am having 
> a hard time making up my mind.
>
> Option 1: some lightweight lead/acid battery
> Option 2: an alternative chemistry
>
> For option 1, John mentioned the Braille batteries.  I looked online, 
> and people seem to think that Braille is stretching their performance 
> numbers, but if Velocity is using them, then that's a pretty good 
> endorsement.  There are also Odyssey batteries that look pretty good 
> as well.
>
> Option 2 for me would be the new LiFe (Lithium Iron) batteries that 
> are used in some motorcycles, snowmobiles and jet skis.  Those are all 
> pretty high vibration environments, which was my first concern.  Next, 
> they are really incredibly lightweight.
> Now, when these batteries reach 13 volts, they are basically dead, 
> with 30% capacity remaining.  They are fully charged at 14.3 volts, 
> and appear to take a charging voltage up to 15 volts.  For me, I'd 
> need to convert my internal regulated alternator to external, and bump 
> up the voltage to accommodate these new batteries.
> Another down side is, like the LiPo batteries, these need to have the 
> cells balanced.  There is a special connector that ensures all of the 
> cells are charged to their proper voltage, but balancing a battery 
> doesn't have to be performed for every charge.  I also think that 
> rather than charging through the balancing port, a person could use a 
> hobby grade balancer that places a load on cells to draw down their 
> voltage, achieving the same goal.  Bulk charge through the terminals, 
> then balance by discharging excess capacity.
> And another downside is that they like to be stored at something like 
> 80% capacity.  This may be fine for our needs.  As long as they can 
> start the plane, they can be charged at high currents, so within a few 
> minutes after starting they would be at 100%.
> Okay.  For one final upside:  The higher operating voltage will spin a 
> prop faster, and will have smaller voltage drop in your cables.  I'm 
> solid state switching, losing a couple of tenths of volts across each 
> solid state relay.  This bump up in voltage would really be nice for 
> my electric gyros, which are always complaining about low voltage 
> until I bring up the engine RPM's.
>
>
>     LFX19A4-BS12MSRP: $199.95
>
> SHORAI LFX Lithium-ion Powersports battery,19AH 12V, "A" polarity, 
> Case Type 4
> Length 5.83"
> Width 3.39"
> Height 3.46"
> Weight 2.32lbs
> CCA 285amps
>
> I would need two of those, which would put me at the lower end of my 
> CCA requirements.
> www.shoraipower.com <http://www.shoraipower.com>
>
>
> On 02/17/2014 08:29 AM, Reiff Lorenz wrote:
>
>     The Reflector has been so quiet the past 5 days. I've been busy
>     traveling for work and tackling home renovation projects that I
>     have not been building much. (One of my trips was to Seattle,
>     though, and I stayed an extra day with Clay Chase to work on his
>     kit, so I guess that counts as building time; just not on my plane!)
>
>     Hope everyone else is finding more time than I am to build or fly.
>
>     *Reiff Lorenz, Dayton, OH*
>
>     Velocity XL-RG, 53% complete
>
>     Currently working on: March issue of Velocity News
>
>
>
>
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