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<DIV><SPAN class=070135320-13082004>I have heard that adding a capful of Amorall
to a gallon of fuel eliminates all fuel foaming.</SPAN></DIV>
<DIV><SPAN class=070135320-13082004></SPAN> </DIV>
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<DIV></DIV>
<DIV class=OutlookMessageHeader lang=en-us dir=ltr align=left><FONT
face=Tahoma>-----Original Message-----<BR><B>From:</B>
discussion-request@nsrca.org [mailto:discussion-request@nsrca.org] <B>On
Behalf Of </B>Rcmaster199@aol.com<BR><B>Sent:</B> Friday, August 13, 2004 4:52
PM<BR><B>To:</B> discussion@nsrca.org<BR><B>Subject:</B> Re: hopper theory
& practice<BR><BR></FONT></DIV>
<DIV>
<DIV>If foaming is your problem, then a bladder tank will likely help. If it
is not, then there will be no change, real or imagined, for that reason. There
could be other problems tho.</DIV>
<DIV> </DIV>
<DIV>Make little mistake: if the fuel is foaming, the pump will most likely
cavitate and be of little use in fuel delivery. I have long suspected this to
be a significant contributor to pump problems we have been reading, by so many
of us.</DIV>
<DIV> </DIV>
<DIV>To solve fuel foaming, isolate the tank from the vibratory source as much
as possible. Any fuel delivery system will benefit, doesn't matter
if it's simple pipe pressure, diaphragm pump, cline regulator or pressurized
tank</DIV>
<DIV> </DIV>
<DIV>MattK</DIV>
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style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid">
<DIV><FONT face=Arial>Any one using a bladder tank with their Webra 145 or
160? Some poeple at the local fuel has started using them in sports
plane for fuel related problems. Seems to sovle thier
problems.</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Randy</FONT></DIV>
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<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=mailto:wgalligan@goodsonacura.com
href="mailto:wgalligan@goodsonacura.com">Wayne Galligan</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=mailto:discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Friday, August 13, 2004 10:43
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: hopper theory &
practice</DIV>
<DIV><FONT face=Arial><BR></FONT></DIV>
<DIV><FONT face=Arial>There has to be more
pressure(muffler tap) to the main tank then there is draw from
the carb in order for this system to work properly. Inertia can
effect this as I stated in one of my other posts. I proved this in
my Prophecy that had the tank higher then the needle valve and when I
pressed a hard negative "g" load it would go lean. At all other
attitudes it ran fine, i.e, uplines, downlines, snaps, positive maneuvers.
All up it has its merits but the best is that it reduces the
possibility of picking up air in the main feed line and reducing the
possible lean run or lean burp, something you don't want happening on a
turbine or helo engine. The hopper will reduce the amount
of air that enters the hopper when the main pickup encounters
bubbles of foaming. The hopper pickup will still be in
bubbleless fuel (fairly fuel tank) if the tank is isolated well
enough. Jet and helo guys use then for this reason. The
other is if you are trying to move weight forward for a tail heavy
airplane. This makes good use of the fuel transfer and extra tank instead
of adding lead ballast. I think the bladder tank(like the Tettra) is
the best alternative to bubbleless feed and I am seriously considering
using it. </FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>Wayne Galligan</FONT></DIV>
<DIV><FONT face=Arial></FONT> </DIV>
<DIV><FONT face=Arial>- Original Message ----- </FONT></DIV>
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<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=mailto:Jim_Woodward@beaerospace.com
href="mailto:Jim_Woodward@beaerospace.com">Jim_Woodward@beaerospace.com</A>
</DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=mailto:discussion@nsrca.org
href="mailto:discussion@nsrca.org">discussion@nsrca.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Friday, August 13, 2004 7:54
AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: hopper theory &
practice</DIV>
<DIV><FONT face=Arial><BR></FONT></DIV><BR><FONT face=Arial>I'll take a
stab as why the hopper tanks work. Liquid may be incompressible,
but it is "movable". The hopper tank has a fuel entry and exit
point. Exit point being the clunk line that goes to the engine,
entry point being the vent line. The hopper tank becomes a
reservoir of fuel. Although I think you can argue that the entry
and exit point fuel velocity (or suction force) is the same, this cannot
be said for the middle of the tank were the suction force is diffused
over a larger volumetric cross section. The image in my mind is a
wind tunnel's stilling chamber. I think an interesting question
would be this: How small can a hopper tank be to still provide the
ease of fuel draw we are looking for? Can the hopper
tank</FONT></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></DIV>
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