Fuel systems and RC jets technical articles. RSS

I would like to give you some update on the latest research about fuel systems for the new generation engines. We are slowly going further beyond the concept of high flow systems to ultra high flow system. The reason for this is that our engines are getting bigger, with the current LTMA-1 regulations allowing up to 75 lb static thrust and LTMA-2 up to 90 lb static thrust, capped to the aircraft wet weight plus 5 lbs. Additionally, jet engine manufacturers regularly update their powerplant range with higher thrust rating units designed fpr professinal UAV users. This is typically the case...

We have recently added a line of push-to-connect fittings suitable for the suction side of the fuel pump.However I would like to bring some important cons to people's awareness and emphasize on technique.First of all what is the pros and the cons of using barbed fittings vs push-to-connect fittings?Barbed fittings:Pros ( if safety wired ):SecureLeak proofDurableSeveral types of tube ( material ) can be used.Cons: Slower and more difficult to install.Requires safety wiring.The tube will be somewhat difficult to pull when comes the time to remove it.Heavier ( Both Tygon and barb ). Push-to-connect fittings:Pros:Fast to insertFast to extract ( if...

  1.     Introduction The air trap market has long been dominated by the BVM UAT and its derivatives. However with the coming of bigger and more powerful engines, this little device that was designed about 15 years ago is reaching its limits. Quite a few companies have come to the market with new generation air traps, using a completely different approach from the original UAT. These units are much more suited for high flow engines and some of them will protect your fuel system very efficiently from the dangers of cavitation as I will explain below. Furthermore, the latest technology...

  0.    Introduction   The fuel system is one of the most critical component of our model jets for several reasons. Firstly a badly setup fuel system will directly affect the reliability of the engines. I have witnessed a countless number of engine shut down due to a too small air trap buffer capacity or cavitation bubble generation. A system could work at the limit in summer conditions with good quality fuel, then generate cavitation in cold OAT, low pressure and/or with lower quality fuel. Secondly the fuel system will evolve with time and need some specific on condition servicing. Not monitoring...