Parallelling fuel pumps
 

Agreed again! Switching to the backup pump quickly is a must.
Then I can crawl into the engine room and switch valves to
service the failed pump at my leasure. I'm also installing a vacuum
gauge in a location viewable in the pilothouse. Hour meter on
each pump allows me to manage the use of each pump.

Doug
s/v Callista

"Larry W4CSC" wrote in message
...
"Doug Dotson" wrote in
:

I want to be able to switch pumps with the flick
of a switch not crawling into the engine compartment to switch
valves.

Doug
s/v Callista


Engine compartments with dead engines can get ugly in 12' waves beating
against the hull in a foundering boat. I'm with Doug. I want it
automated
as it can get with all the isolation valves open and a pump switch at the
helm.

Larry
W4CSC

Parallelling fuel pumps
 

I'm sure some Union would have kittens when I hire a little
person for the job :)

Doug
s/v Callista

"Larry W4CSC" wrote in message
...
"Doug Dotson" wrote in
:

So perhaps a valve on both ends plus a check valve or maybe
two check valves. This is getting too complicated to be
worth it.

Doug
s/v Callista


As the "worst case scenarios" become more absurd, we'll have a full time
engineer in the engine room, 24/7, on 3 shifts. The kids will have to
stay
home as we need their berths for the engineers and the engineering
supervisor.

Larry
W4CSC

Parallelling fuel pumps
 

I'm sure some Union would have kittens when I hire a little
person for the job :)

Doug
s/v Callista

"Larry W4CSC" wrote in message
...
"Doug Dotson" wrote in
:

So perhaps a valve on both ends plus a check valve or maybe
two check valves. This is getting too complicated to be
worth it.

Doug
s/v Callista


As the "worst case scenarios" become more absurd, we'll have a full time
engineer in the engine room, 24/7, on 3 shifts. The kids will have to
stay
home as we need their berths for the engineers and the engineering
supervisor.

Larry
W4CSC

Parallelling fuel pumps
 

then use ASCO marinized solenoid valves ... or get an electric winch to
operate the halyards. You do have a SAILboat, dont you?

The more 'crap' you add to the complexity only make you more vulnerable
to breakdown. KISS and risk puking into the bilge every few years.


In article , Doug Dotson
wrote:

I want to be able to switch pumps with the flick
of a switch not crawling into the engine compartment to switch
valves.

Doug
s/v Callista

"Rich Hampel" wrote in message
...
Dont need check valves if you install isolation valves.

In article , Doug Dotson
wrote:

That is my concern. I think I will install both check valves
and isolation valves as well.

Doug
s/v Callista

"Steven Shelikoff" wrote in message
...
On Mon, 12 Apr 2004 13:33:26 -0000, Larry W4CSC
wrote:

(Steven Shelikoff) wrote in
:


That begs the question why are you going to put two pumps in
parallel
if
you only want to run one at a time?

Steve


Backup?

Then I wouldn't put them in parallel without isolation valves. Even
if
it works when both pumps are good, you don't know how the pump will
fail.

Steve

Parallelling fuel pumps
 

then use ASCO marinized solenoid valves ... or get an electric winch to
operate the halyards. You do have a SAILboat, dont you?

The more 'crap' you add to the complexity only make you more vulnerable
to breakdown. KISS and risk puking into the bilge every few years.


In article , Doug Dotson
wrote:

I want to be able to switch pumps with the flick
of a switch not crawling into the engine compartment to switch
valves.

Doug
s/v Callista

"Rich Hampel" wrote in message
...
Dont need check valves if you install isolation valves.

In article , Doug Dotson
wrote:

That is my concern. I think I will install both check valves
and isolation valves as well.

Doug
s/v Callista

"Steven Shelikoff" wrote in message
...
On Mon, 12 Apr 2004 13:33:26 -0000, Larry W4CSC
wrote:

(Steven Shelikoff) wrote in
:


That begs the question why are you going to put two pumps in
parallel
if
you only want to run one at a time?

Steve


Backup?

Then I wouldn't put them in parallel without isolation valves. Even
if
it works when both pumps are good, you don't know how the pump will
fail.

Steve

Parallelling fuel pumps
 

Doug,
Do you have a sailboat or a trawler/stinkpot?

If you have a sailboat, you can finally raise a sail, heave-to/anchor,
go below and brew some tea, or just go to sleep until the sea-state
calms down and you can sort out what's the problem - later.

Thats why I advocate a small capacity gravity feed 'day tank' .... NO
bleed or lift pumps, NO filters, NO electricity .... just nature's
gravity to feed oil to the injector pump; single cock to switch it
online to the fuel system .... 2-1/2 to 3 gallons of clean
prefiltered fuel oil can take you a looooong way in an emergency.
KISS. ;-)





In article , Larry W4CSC
wrote:

"Doug Dotson" wrote in
:

Glenn,

That is pretty much what I was figuring on other than the
check valves. Not sure I want a center off switch though.
I would prefer that one or the other be on at all times. I'm
also considering putting an hours-meter on each so that I
can balance the use.

Doug
s/v Callista


I'll also vote for a manual valve on both in parallel......

We're in a seaway, big waves. The pump goes into failure mode, we switch
on the backup and are back in business. Wouldn't it be good if we could
isolate the failed pump for repairs, remove/replace or tear it down for
that new diaphram while the other pump has the load and the first mate or
autopilot is driving? Sure would be nice to be able to get that failed
pump offline while the boat's still underway for repairs. Can't do that on
the series pumps without some crazy plumbing bypasses and lots of
valves....

Larry W4CSC

Parallelling fuel pumps
 

Doug,
Do you have a sailboat or a trawler/stinkpot?

If you have a sailboat, you can finally raise a sail, heave-to/anchor,
go below and brew some tea, or just go to sleep until the sea-state
calms down and you can sort out what's the problem - later.

Thats why I advocate a small capacity gravity feed 'day tank' .... NO
bleed or lift pumps, NO filters, NO electricity .... just nature's
gravity to feed oil to the injector pump; single cock to switch it
online to the fuel system .... 2-1/2 to 3 gallons of clean
prefiltered fuel oil can take you a looooong way in an emergency.
KISS. ;-)





In article , Larry W4CSC
wrote:

"Doug Dotson" wrote in
:

Glenn,

That is pretty much what I was figuring on other than the
check valves. Not sure I want a center off switch though.
I would prefer that one or the other be on at all times. I'm
also considering putting an hours-meter on each so that I
can balance the use.

Doug
s/v Callista


I'll also vote for a manual valve on both in parallel......

We're in a seaway, big waves. The pump goes into failure mode, we switch
on the backup and are back in business. Wouldn't it be good if we could
isolate the failed pump for repairs, remove/replace or tear it down for
that new diaphram while the other pump has the load and the first mate or
autopilot is driving? Sure would be nice to be able to get that failed
pump offline while the boat's still underway for repairs. Can't do that on
the series pumps without some crazy plumbing bypasses and lots of
valves....

Larry W4CSC

Parallelling fuel pumps
 

Answers below.

Doug
s/v Callista

"Rich Hampel" wrote in message
...
Doug,
Do you have a sailboat or a trawler/stinkpot?

Sailboat.

If you have a sailboat, you can finally raise a sail, heave-to/anchor,
go below and brew some tea, or just go to sleep until the sea-state
calms down and you can sort out what's the problem - later.

Nice theory. A lee shore and shoals might make that approach a bit
risky though. Low winds and strong currents in close quarters also
makes such an approach a bit too exciting to be worth saving a
couple hunderd bucks over.

Thats why I advocate a small capacity gravity feed 'day tank' .... NO
bleed or lift pumps, NO filters, NO electricity .... just nature's
gravity to feed oil to the injector pump; single cock to switch it
online to the fuel system .... 2-1/2 to 3 gallons of clean
prefiltered fuel oil can take you a looooong way in an emergency.
KISS. ;-)

I agree, but as I said before, I have no practical space at a level
above the engine for a day tank. I suppose that in an emergency
I can set a jerry can in the pilot house and gravity feed it though.
Wish I had though of that a year ago when we lost our engine due
to a failed lift pump half way across the Gulf Stream :)

It seem that you reserve your day tank for emergencies only. What
prevents the prefiltered fuel from going stale and getting growth?





In article , Larry W4CSC
wrote:

"Doug Dotson" wrote in
:

Glenn,

That is pretty much what I was figuring on other than the
check valves. Not sure I want a center off switch though.
I would prefer that one or the other be on at all times. I'm
also considering putting an hours-meter on each so that I
can balance the use.

Doug
s/v Callista


I'll also vote for a manual valve on both in parallel......

We're in a seaway, big waves. The pump goes into failure mode, we
switch
on the backup and are back in business. Wouldn't it be good if we could
isolate the failed pump for repairs, remove/replace or tear it down for
that new diaphram while the other pump has the load and the first mate
or
autopilot is driving? Sure would be nice to be able to get that failed
pump offline while the boat's still underway for repairs. Can't do that
on
the series pumps without some crazy plumbing bypasses and lots of
valves....

Larry W4CSC

Parallelling fuel pumps
 

Answers below.

Doug
s/v Callista

"Rich Hampel" wrote in message
...
Doug,
Do you have a sailboat or a trawler/stinkpot?

Sailboat.

If you have a sailboat, you can finally raise a sail, heave-to/anchor,
go below and brew some tea, or just go to sleep until the sea-state
calms down and you can sort out what's the problem - later.

Nice theory. A lee shore and shoals might make that approach a bit
risky though. Low winds and strong currents in close quarters also
makes such an approach a bit too exciting to be worth saving a
couple hunderd bucks over.

Thats why I advocate a small capacity gravity feed 'day tank' .... NO
bleed or lift pumps, NO filters, NO electricity .... just nature's
gravity to feed oil to the injector pump; single cock to switch it
online to the fuel system .... 2-1/2 to 3 gallons of clean
prefiltered fuel oil can take you a looooong way in an emergency.
KISS. ;-)

I agree, but as I said before, I have no practical space at a level
above the engine for a day tank. I suppose that in an emergency
I can set a jerry can in the pilot house and gravity feed it though.
Wish I had though of that a year ago when we lost our engine due
to a failed lift pump half way across the Gulf Stream :)

It seem that you reserve your day tank for emergencies only. What
prevents the prefiltered fuel from going stale and getting growth?





In article , Larry W4CSC
wrote:

"Doug Dotson" wrote in
:

Glenn,

That is pretty much what I was figuring on other than the
check valves. Not sure I want a center off switch though.
I would prefer that one or the other be on at all times. I'm
also considering putting an hours-meter on each so that I
can balance the use.

Doug
s/v Callista


I'll also vote for a manual valve on both in parallel......

We're in a seaway, big waves. The pump goes into failure mode, we
switch
on the backup and are back in business. Wouldn't it be good if we could
isolate the failed pump for repairs, remove/replace or tear it down for
that new diaphram while the other pump has the load and the first mate
or
autopilot is driving? Sure would be nice to be able to get that failed
pump offline while the boat's still underway for repairs. Can't do that
on
the series pumps without some crazy plumbing bypasses and lots of
valves....

Larry W4CSC

Parallelling fuel pumps
 

Got it now. Was thinking about bottom discharge, or even monting pump on
same elevation as the bottom of the tank.

surfnturf

"Steve" wrote in message
From the top of the tank to the bottom is about 24", so even if I put the
pump on the tank top (not desireable since that is the bilge. Tanks are
integral.) the suction life, when the tank is low, would be more than the
1
ft spec. Might work fine as long as I don't loose suction. However the
whole
idea is to have it as a priming pump.

Steve
s/v Good Intentions