In article ,
Geoff Schultz wrote:

Me wrote in
:

In article ,
"Franz Eckert" wrote:

Hi there.

Nope, if you make a T piece on the return fuel, you won't need more
that one.
The return fuel is only there because you need a way to get the air
out of your system, once it is out, you can simply return the
(return) to your fuel system.

I've been watching this thread in amusement wondering when someone would
point out that you need dual flow meters to compensate for the return fuel
flow. From past discussions I seem to recall that it's very difficult to
accurately measure the flow rates as the fuel pulses rapidly as the
injectors open/close which leads to inaccurate readings. I believe that
this is a much more complex problem than it seems from the outset.

-- Geoff

Actually, it isn't all that complicated, one just has to understand the
mechanics of the diesel fuel system of the engine. I run a 2.5Mwatt
Powerhouse during the summers, and we monitor the fuel useage of all our
BIG Yellow KittyCATS. Years ago I installed calibrated flowmeters in
all the fuel supply lines to each engine, as well as calibrated
flowmeters in each return line just before the checkvalve that leads
back to the Fuel Return Manifold. Each flowmeter has a Electronic
Instrument Output, that feeds a Network Node Processor. Our Monitoring
System reads the pulses out of each meter and subtracts the Return
Flow for each engine from the Input flow to each engine and logs it
on an Hourly Cycle. Not hard to do, it just takes money.

Bruce in alaska who proved to Mgmt that a 3516 uses less than
80% the fuel as two 398's when all are running
at 90% Load.....
--
add a 2 before @