PROBLEMS IN AIRCRAFT

FUEL SYSTEM (FUEL

KNOCK, VAPOR LOCK)
Fuel System Management: Car versus
Aircraft
■ In a car, you turn on the key, glance at the gas gage, hit the starter and go. There is
no fuel valve to turn on; there are no tanks to switch and check against the gages;
no fuel pump, transfer pump or booster pump to operate; no fuel pressure gage to
monitor. In short, there is no fuel management problem. Pretty hard to screw-up a
system like that, isn't it?
■ Airplanes, on the other hand, do have some, maybe all of those puzzling gauges,
selectors and switches, each of them demanding the performance of some ritual
before you can even taxi out.
WHAT IS FUEL KNOCK?

■ Knock occurs when the piston in a spark ignition engine ignites the intake charge.
The spark does not cause an instantaneous explosion, but rather a very rapid burn
across the top of the piston.
■ As the flame front goes across the combustion chamber, the pressure and
temperature increase rapidly. If the engine is operating on a fuel with inadequate
octane, the gases that are furthest from the spark plug(s) will auto ignite before the
flame front reaches it, thus the term “knock.”
■ Since this occurs before top dead center, it causes an increase in the temperature
and pressure “spike” in the cylinder. This can increase the heat load that needs to
be dissipated by the engine.
WHAT IS FUEL KNOCK?

■ Detonation is the rapid, uncontrolled explosion of fuel due to high pressure and
temperature in the combustion chamber
– Normally the fuel “burns” with a controlled “front”
– Called “knocking” or “pinging”
– Detonation can destroy an engine in seconds
– The higher the fuel octane or performance number, the more resistant to
detonation
– High compression and turbo charged engines are very susceptible to
detonation
WHAT IS FUEL KNOCK?

■ Definition
■ Sample situation
■ Video if avail
VOLATILITY

Volatility One of the most important characteristics of an aircraft fuel is its volatility. Volatility
is a term used to describe how readily a substance changes from liquid into a vapor. For
reciprocating engines, highly volatile fuel is desired. Liquid gasoline delivered to the engine
induction system carburetor must vaporize in the carburetor to burn in the engine. Fuel with
low volatility vaporizes slowly. This can cause hard engine starting, slow warm-up, and poor
acceleration. It can also cause uneven fuel distribution to the cylinders and excessive
dilution of the oil in the crankcase in engines equipped with oil dilution systems. However,
fuel can also be too volatile, causing detonation and vapor lock. AVGAS is a blend of
numerous hydrocarbon compounds, each with different boiling points and volatility. A
straight chain of volatile compounds creates a fuel that vaporizes easily for starting, but also
delivers power through the acceleration and power ranges of the engine.
The ability of a liquid to change into a vapour, it is affected by temperature, pressure and
surface area.
WHAT IS VAPOR LOCK?
■ It occurs when the liquid fuel changes state from liquid to
gas while still in the fuel delivery system. This disrupts the
operation of the fuel pump, causing loss of feed pressure to
the carburetor or fuel injection system, resulting in transient
loss of power or complete stalling. Restarting the engine
from this state may be difficult.
■ Vaporization of gasoline in fuel lines results in a reduced
supply of gasoline to the engine. In severe cases, it may
result in engine stoppage.
WHAT IS VAPOR LOCK?

■ Vapor lock is a condition in which AVGAS vaporizes in the fuel line or other
components between the fuel tank and the carburetor. This typically occurs on warm
days on aircraft with engine-driven fuel pumps that suck fuel from the tank(s).
VAPOR LOCK: Causes
Vapor lock can be caused by:
■ excessively hot fuel,
■ low pressure,
■ excessive turbulence of the fuel traveling through the fuel system.
In each case, liquid fuel vaporizes prematurely and blocks the flow of liquid fuel to the
carburetor. Temperatures in the fuel system can exceed 100 °F under the engine cowl
on a hot day. Fuel may vaporize before it reaches the carburetor, especially if it is drawn
up a line under a low pressure, or if it swirls while navigating a sharp bend in the tubing.
To make matters worse, when an aircraft climbs rapidly, the pressure on the fuel in the
tank decreases while the fuel is still warm. This causes an increase in fuel vaporization
that can also lead to vapor lock.
VAPOR LOCK: Sample situation

■ Archie is driving his car on a warm day and

everything is running well he stop at the 7 Eleven to
grab a Slurpee and few minutes later goes back to
his car turn on the ignition key but the car won’t
start. Archie decided to leave it and sit for a while,
after 5 mins or so the engine started up and run as
if nothing happened.
VAPOR LOCK: Preventive Measures
■ Install a Low-pressure Electric Fuel Pump near the Fuel Tank.
– This will keep the fuel moving through the lines even if the
engine compartment heats up. Moss sells a solid-state
electronic fuel pump that can be used in place of or in
conjunction with, the original pump. It is easily hidden and
can be installed near the gas tank away from engine heat. It
can be switched on and off, as needed/desired. Some of
these pumps are installed to replace a faulty SU Fuel pump.
They usually pump the fuel through the faulty pump which is
not removed, thus preserving the original look.
VAPOR LOCK: Preventive Measures
■ Install the Carburetor-to-carburetor Fuel Line Away from the
Manifold.
– Using a longer line may help, also.
■ Install an Electric Fan.
– These fans can be connected to an engine temperature
sensor like in modern cars. Moss sells Hayden Electrical fans
designed to run as either “pusher” (in front of the radiator) or
“puller” configuration.
■ Locate the Carburetor Float Bowls as Far from the Manifold, as
Possible.
■ Insulate the Fuel Lines.
VAPOR LOCK: Preventive Measures
■ Install a Heat Shield.
– There are shields available for some MGs similar to the
factory ones on MGBs. There is another type of shield that is
actually two separate shields that mount the same way but
keep the heat from getting to the float bowls. They are sold
by the company that is now manufacturing SU carburetors.
■ Install Bakelite Spacers.
– These are like those used on MG TF carburetors. Neil Nelson
says he believes this was the MG Car Company’s first
attempt to address the heat transfer between the intake
manifold and the carburetor body. You can buy thinner ones
(1/4") from the Company now making the SU carburetors.
VAPOR LOCK: Action to take when
experiencing
■ Cool the System Down.
– With the ignition off, pour cold water over the fuel pump,
carburetors, and fuel lines. A longer-lasting solution is to
strap a bag of ice at the scene of the problem like John
Lovejoy did, recently. This will be quickly cool down the fuel
pump and condense the fuel from vapor back to liquid,
eliminating the vapor lock in the fuel system for an extend
period of time.
VAPOR LOCK: Action to take during

■ Gently Start the Engine.

– Turn the key in the ignition to start the vehicle while at the
same time slightly depressing the accelerator. Do not press
the accelerator all the way to the floor, as this will send too
much fuel through the system and prevent the vehicle from
starting. Hold the accelerator down when the vehicle starts
until the engine is running smoothly. The engine will sputter
for a few seconds until the vapor lock is cleared from the
lines.