![]() ![]() ![]() I was looking at the part of the puzzle that you mentioned, which was EFI. It's a simpler concept that ends up being more complex in execution. I think the restart Cessnas were the main ones with that.Ĭontinental is another ball of wax. It's important to keep these lines clear if you have them or it can cause all kinds of weird fuel flow imbalances.Ĭertain Lycomings have a fuel return for venting purposes to aid hot starting. If you have a turbocharged engine the nozzles have boost pressure fed on the outside of the engine as well to prevent the boost from trying to blow the fuel out. However the pressure at the nozzles will vary depending on the engine and the power setting. This is a continuous injection system so it's a constant dribble/spray/whatever. The nozzles have screens to allow some small amount of air in with the fuel to help atomize it. This is part of why it's important to keep them clean. Those nozzles have calibrated orifices to produce equal flow. The delta P is caused by airflow going through the venturi, so this works well for measuring actual airflow.Įither before or after that metering (I forget which) is the pressure reduction caused by the mixture knob, which is essentially a variable orifice to reduce pressure.Īfter the servo, the fuel goes up to a fuel distributor (or spider) which then splits that fuel flow (pressure) to each of the nozzles (one per cylinder). The Delta-P that you get from this venturi moves a piece of rubber inside which then kicks that ~35 PSI down to a lower number. This servo has a venturi (similar to a carb). You have a mechanical fuel pump that will generally run around 35 psi or so to a servo (exact settings vary). On your Lycoming the basic description is as follows.
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