Fuel Injection - JF

Bendix RSA Fuel Injection System
(Jepp. 7-45, Fig 7-48)
3/24/21 Reciprocating Fuel Injection

Bendix
RSA System
FUEL INJECTION ADVANTAGES
1. Distributes fuel more evenly.
2. Not susceptible to carburetor icing.

9. Bendix RSA Fuel Injection System
(Jepp. 7-45, Fig 7-48)
A. General
1. A continuous flow type system that will
discharge fuel continuously during
engine operation (all strokes)
2. Operation is based on a pressure
carburetor.

3. Major components
a. Fuel injector or servo unit
b. Flow divider
c. Injector nozzles and lines
d. Some units may have a AMC

B. Fuel Injector Housing
1. Purpose.
a. Controls airflow, regulates and
meters fuel flow.
2. Three sections
a. Airflow
b. Fuel metering
c. Regulator

3. Airflow section
a. Throttle valve
i. Controls airflow and engine
power
b. Impact tubes
i. Samples the incoming airflow
and directs it to the regulator
section.

c. Venturi
i. Creates the low pressure used in the
regulator section
ii. Measures the mass airflow
going through the fuel regulator
unit.
iii. Limits the desired maximum
airflow to the cylinders at full
throttle.

4. Regulator section.
(Jepp. 7-48, Fig 7-48 & 7-53)
A. Air diaphragm
i. Separates the high pressure
impact air form the low pressure
air created by the venturi.
ii. The pressure differential created,
AMF, is the opening force for the ball
valve.

B. Fuel diaphragm.
i. Separates high pressure
unmetered fuel from the low
pressure metered fuel.
ii.The pressure differential created,
FMF, is the closing force for the
ball valve.

C. Ball valve.
i. The position of the ball valve
determines:
1. The quantity of fuel being
delivered to the flow divider
2. P2, nozzle pressure, metered fuel
pressure at all RPM’s.

ii. The ball valve position is determined
by pressure differences on the
diaphragms
iii. The diaphragms are connected to the ball
valve stem.
iv. The ball valve remains slightly open
during idle due to constant head idle
spring

D. Constant head idle spring
i. Located by the venturi air chamber.
ii. Aids the AMF in holding the ball
valve open during idle.

E. Constant effort spring (Jepp. Fig 7-54)
i. Located in the impact air
chamber.
ii. Provides a smooth transfer
from idle to low power

5. Fuel metering section (Jepp. Fig 7-50)
a. Meters and controls fuel flow
b. The fuel inlet contains a strainer.
c. Manual mixture control.
i. Directs fuel to the unmetered fuel
chamber and the main metering
jet.
ii. Shuts off fuel at “Idle Cut-Off”

d. Main metering jet (Jepp. Fig 7-50)
i. Meters the fuel and sets P1, metered fuel
pressure, at all settings above idle.
e. Throttle Control Valve – sometimes called the
idle valve.
i. Connected by linkage to the throttle ii.
Meters the fuel and sets p1 metered fuel
pressure during idle. There is a notch
in the RSA plate for this.
iii. Uses an adjustable rod on the
linkage to set idle mixture
THROTTLE
CONTROL

MIXTURE
CONTROL

C. Flow divider. “The Spider”
1. Distributes fuel evenly to the
cylinders and performs “idle-cutoff”.
2. Fuel/air diaphragm will separate P2 nozzle
fuel pressure and atmospheric air.
3. Air chamber
a. Contains atmospheric air and the
needle valve spring.
4. Needle valve spring.
Applies pressure to the needle valve.
5. Needle valve
a. Stops fuel flow to the nozzles at “Idle
Cut-Off”
b. During idle, the needle sets nozzle
discharge pressure because it rises only part
way, creating a partial restriction and
reducing fuel flow to the nozzles
c. Above idle, the needle rises completely,
allowing P2 metered fuel pressure to be
delivered to the nozzles.
6. Flow gauge. (Jepp. 7-50, Fig 7-56)
a. The flow gauge is a pressure gauge calibrated in
gallons or pounds per hour.
The fuel gauge measures the fuel pressure drop

across the fuel nozzles.

b. Flow gauges for non-
turbocharged (normally aspirated)
engines are vented to atmosphere.
c. Flow gauges for turbocharged engines
are vented to upper deck pressure (UDP)
d. The fuel flow meter most accurately
indicates the fuel consumption of a
reciprocating engine.

7. Fuel nozzles and injector lines. (Jepp.
7-51, Fig 7-57)
1. One nozzle per cylinder installed
into the intake port
2. Each nozzle incorporates a calibrated
orifice.
a. The nozzles for a particular engine
model are flow tested within 2% of
each other
b. Same type of nozzles may be
interchanged between cylinders.
3. Nozzles are of the air bleed design.
a. Air is mixed with fuel in the nozzles for
atomization (FAA test states “aid in
proper fuel vaporization)
b. Nozzles on non-turbocharged (normally
aspirated) engines are vented to
atmosphere.
c. Nozzles on turbocharged engines are vented
to upper deck pressure (UDP)

d. Nozzles are identified by letters or
numbers on the hexed portion of the nozzle
body.
e. The newer nozzles are a two piece design.
i. The fuel restrictor may be
separated from the nozzle body for
cleaning.
ii. The two parts are flow matched to
each other and cannot be
interchanged with other nozzles.
4. Fuel injector lines.
a. Are made of stainless steel.
b. Can be different lengths but will
all be the same inside diameter for
each system. Always confirm with the
MM.
Equal fuel flow is dependent upon equal back
pressure between the nozzles and the flow
divider.

E. Automatic Mixture Control
(Jepp. 7-49, Fig 7-55)
1. Adjusts the mixture control for changes in
density, caused by changes in altitude
and temperature.
2. Components:
a. Protective housing
b. Metallic bellows sealed at 28” of
mercury.
c.Cone shaped needle attached to the
bellows
3. Operation:
a. The expansion and contraction of the bellows
controls the amount of bleed air between the
impact and venturi air chambers.
4. If the AMC bellows develops a hole while the
aircraft is at operating altitude, the mixture will
become richer.

F. Priming and Starting
1. Place Throttle open about ¼ of the way.
2. Ensure mixture control is in “Idle Cut-
Off”
3. Turn on boost pump
4. Place mixture control in “Full Rich” and
watch fuel flow gauge for a 3 to 5 gallon per
hour fuel flow.
5. Place mixture control in “Idle Cut- Off”
and turn off boost pumps.
6. Engage starter and once the engine
begins to run, immediately move mixture
control to “Full Rich”
G. Maintenance
1. Fuel injector or servo unit.
a. Idle speed and idle mixture may
be adjusted. (Jepp. 7-52, Fig 7-58)
b. Clean fuel inlet filter at
prescribed intervals.
c. Any other repair or adjustment is a
major repair.

2. Cleaning of the fuel injector nozzles.
(Jepp. 7-52, Fig 7-57)
a. The collar may be removed from nozzles
on turbocharged engines.
b. The shroud on nozzles from non-
turbocharged engines is pressed on and
never should be removed.

c. Once removed from the engine,
soak nozzles in Hoppe’s #9 gun
cleaning solvent for 20 to 30 minutes.
d. For two piece nozzles, ensure the
fuel restrictor is kept with its
respective nozzle body as they are flow
matched to each other.
3. The flow divider may be disassembled and
repaired in the field.
Troubleshooting.
1. Internally restricted injector nozzle or
nozzles
a. The principle fault in the pressure
type fuel flow meter indicating
system is that a plugged fuel injection
nozzle will cause a higher than normal
fuel flow indication.

b. On a twin-engined aircraft with fuel
injected engines, if one fuel flow indicator
reads considerably higher than the other
engines indicator in all engine operating
configurations, one or more fuel nozzles are
clogged in the engine that shows higher fuel
flow rate.

c. In an aircraft equipped with a pressure
drop type fuel-flow indicating system, if one
of the injector nozzles becomes restricted,
this would cause a decrease in fuel flow with
an increased fuel flow indication on the
gauge.

2. Restricted air bleeds on one or more injector
nozzles.
a.This will cause a rich mixture to that
cylinder(s) and all other cylinders will be
running slightly leaner
b. The fuel flow indicator will show a lower
than normal fuel flow indication.
3. Fuel leaking from impact tubes after engine
shutdown
a. Defective seal between impact air and
unmetered fuel chambers

Continental Fuel Injection System.
(Jepp. 7-52)

Inlet Fuel from Return Fuel Back Vent Air/Vapor
Unmetered Fuel Metered Fuel
Aircraft to Tank/Pump Return
Throttle
Fuel/Air
Control Unit Fuel Filter
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
CONTINENTAL SYSTEM
• Uses only the fuel metering force to
control fuel flow

A. General : This system will be used on
Teledyne Continental Motors (TCM) engines.
1. This is a continuous flow type system
that will discharge fuel continuously
during engine operation (all strokes)
2. Components.
a. Fuel injector pump
b. Fuel/air control unit
c. Manifold valve “The Spider”
d. Fuel nozzles

B. Fuel Injector Pump
1. Positive displacement rotary vane pump.
2. Relief valve
a. Spring loaded closed.
i. Relief valve is vented to
atmosphere on non-turbocharged
engines.
ii. The relief valve on a turbocharged
engine is vented to upper deck
pressure (UDP)

b. Used to set low RPM unmetered fuel
pressure.
c. Has an adjustable screw to change the
pressure.
i. Turn screw clockwise to
increase pressure, counter-
clockwise to decrease pressure.
d. Directs excess fuel to the inlet side of
the pump.

Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
3. Vapor Tower.
a. Separates vapor from the fuel.
b. Fuel enters the tower at an angle
c. Swirling action separates the
vapors
d. The vapors are pulled out of the
top of the tower through an ejector
jet by jet pump action.

Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
Fuel
Ejector Jet Relief
Fuel Vapors/Air
Valve
Return
Inlet to
Relief
pump/Vap
Valve
or Tower
Return
Inlet to
pump/Vapor
Tower
To Vane Type Pump

4. Bypass valve.
a. Located at the bottom of the vapor
tower
b. Opens whenever boost pump pressure
exceeds engine driven pump pressure. Also
used during priming and emergency
situations.
c. Prevents an inoperative pump from
blocking fuel flow to the engine.
d. If the bypass valve spring were to break
or fail, you would have low fuel pressure
and a lean mixture at idle.
Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
5. Metering Orifice
A. Sets high RPM unmetered fuel pressure
B. Styles of metering orifices:
i. A fixed orifice. To change the
pressure, the pump must be changed
(original or old style)
ii. A ground adjustable metering orifice. To
change pressure, the needle valve must be
adjusted.
iii. A ground adjustable metering orifice attached
to an aneroid bellows.

Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
1. The bellows style orifice is used only on
turbocharged engines and the area surrounding
the bellows (the housing) will be vented to
Upper deck Pressure.
2. The bellows is intended to prevent an
overly rich mixture during sudden
acceleration.

6. The fuel pressure of the Continental Fuel
Injection system will vary based on engine
speed, but will be controlled by the relief
valve and metering orifice.
a. Continental Fuel Injection
system uses fuel pressure only as a
metering force.

C. Fuel/Air Control Unit (Jepp. 7-54)
1. Air control
a. Consists of a throttle valve inside of
a tube
2. Fuel control
(Jepp. 7-55, Fig 7-61 & 7-62)
a. Filter screen
b. Manual mixture control.
i. Controlled by linkage from the
cockpit
Throttle Plate
Fuel Control

Mixture Control Linkage
ii. Positions:
1. “Full Rich”- All fuel is routed to the
engine
2. “Idle Cut-Off”-All fuel is routed
either back to the fuel tank or the inlet
side of the fuel pump (depending on
the design of the system)
3. “Lean”- Any position in between
“Full Rich” and “Idle Cut-Off”.
Throttle Plate FULL RICH
Throttle Linkage
Fuel Control Fuel Filter

Throttle Plate
Throttle Linkage

Throttle Plate
Throttle Linkage

C. Metering valve. (Jepp. 7-56, Fig
7-63)
i. Connected by linkage to the throttle
valve.
ii. Fuel is metered in relation to throttle
valve position
iii. Uses an adjustable nut on linkage to
set idle mixture.
iv. Uses a separate adjustment on the
linkage to set idle speed.
Throttle Plate
Throttle Linkage

D. Manifold Valve. “Spider” (Jepp. 7-56, Fig 7-64)
1. Distributes fuel evenly to each cylinder
2. Body.
a. Two piece cast aluminum.
3. Fuel/Air diaphragm.
a. Separates fuel from the air
4. Air chamber and vent.
a. Located above the fuel air diaphragm
b. Manifold valves are vented to
atmosphere
i. When installing the manifold
valve, the vent must not be facing ram
air.
Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
5. Manifold valve spring.
a. The closing force for the
manifold valve.
6. Manifold valve (cut-off valve)
a. The valve will either be full open
or full closed
b. During engine operation, the
valve will be full open.
c. The spring forces the valve closed at
Idle cut-off once fuel pressure
is reduced.
7. Poppet valve and spring.
a. Located in the center of the manifold
valve.
b. Stops fuel flow through the manifold
valve until it has reached the full open
position.
c. Once the manifold valve is fully open,the
poppet valve will be pushed down by fuel
pressure, allowing fuel to go to the nozzles.

8. Screen (Jepp. 7-64)
9. Fuel flow gauge
a. A pressure gauge calibrated in
gallons or pounds per hour.
i. The fuel flow gauge measures
the fuel pressure drop across the
nozzles.

Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
b. Flow gauges for non-turbocharged
engines (normally aspirated)
nozzles are vented to atmosphere.
c. Flow gauges for turbocharged
engines are vented to upper deck
pressure (UDP)
d. The fuel flow meter most
accurately indicates the fuel
consumption of a reciprocating
engine.
E. Fuel nozzles and lines (Jepp. 7-57, Fig 7-65)
1. One nozzle per cylinder installed in the
intake port.
2. Each nozzle incorporates a calibrated
orifice
a. Nozzles are set to a flow rate of a
particular engine.
b. They cannot be interchanged
between engines.
c. They are identified by letters and
numbers on the hexed
portion of the nozzle body.
3. Nozzles are of the air bleed design.
a. Air is mixed with fuel in the
nozzles for atomization. (FAA
test states “aid in proper fuel
vaporization”)
b. Air bleeds for non-
turbocharged engine nozzles are
vented to atmosphere.
c. Air bleeds for turbocharged
engine nozzles are vented to upper
deck pressure.
4. Fuel lines.
a. Made of stainless steel.
b. Must be the same length and
inside diameter.

F. Priming and starting
1. Open throttle about 1”
2. Move mixture control to “Full
Rich”
3. Turn on boost pump and watch
fuel flow gauge for a 3 to 5 gallon
per minute fuel flow.
4. Turn off boost pump
5. Engage starter.

G. Maintenance. (Jepp. 7-58)
1. Idle speed and idle mixture may be
adjusted on the fuel air control unit. (Jepp. 7-
66)
2. Low and high unmetered fuel pressure may
be adjusted on the injector pump.
3. Filter screen in the fuel/air control unit
and in the manifold valve should be cleaned
at prescribed intervals.

4. Cleaning of the nozzles:
a. The collar may be removed from
the turbocharged nozzles
b. The shroud on a non-
turbocharged nozzle is pressed on
and should never be removed.
c. Once removed from the engine,
soak in naptha, acetone or stoddard
solvent, then blow dry.
5. Any part may be ordered for the injector
pump, the fuel/air control unit, and the
manifold valve; they may be repaired in the
field. However, Continental recommends that
if the pump is defective, it is best to order an
overhauled pump.

H. Troubleshooting
1. Engine won't start and there is no fuel flow
indication:
a. Improperly rigged mixture
control.
b. Incorrect routing of fuel lines
2. Engine won't start with a fuel flow
indication:
a. Improper starting procedure.
b. Low boost pump pressure.
3. Poor acceleration.
a. Improperly adjusted pump pressures.
b. Improperly adjusted fuel/air control
unit.

4. Rough idle and engine operation
a. Restricted injector nozzle(s)
i. Internal restriction causes a dead
cylinder or cylinders.
ii. Blocked air bleeds cause rich
mixture to that cylinder(s)
b. Improperly adjusted pump pressures.
c. Improperly adjusted fuel/air control unit.

5. Lower than normal fuel flow:
a. Blocked air bleed on one or more
injector nozzles
b. Improperly adjusted pump pressures.
c. Partially blocked fuel screen.
(usually cleaned every 100 hours)

Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
6. Higher than normal fuel flow indication.
a. Internally restricted injector nozzle(s)
i. The principle fault in the pressure type fuel
flowmeter indicating system is that a
clogged fuel injection nozzle will cause a
higher than normal fuel flow indication.
ii. On twin engined aircraft with fuel injected
power plants, if one fuel flow indicator
reads considerably higher than the other
in all engine operating configurations,
one or more fuel nozzles are clogged.
b. Pump recirculation passage restricted
Throttle
Fuel/Air
Mixture
Control
Manifold
Valve
Fuel Pump
Relief
Valve
Metering Orifice
Continental Fuel
Injection
7. Erratic fuel flow indication.
a. Air in the fuel flow gauge line.

End of Fuel Injection Lecture

Fuel Injection - JF

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Fuel Injection - JF

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Bendix RSA Fuel Injection System

(Jepp. 7-45, Fig 7-48)

3/24/21 Reciprocating Fuel Injection

1. Distributes fuel more evenly.

2. Not susceptible to carburetor icing.

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

The fuel gauge measures the fuel pressure drop

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

To Vane Type Pump

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

Fuel Control Fuel Filter

3/24/21 Reciprocating Fuel Injection

Fuel Control Fuel Filter

3/24/21 Reciprocating Fuel Injection

Fuel Control Fuel Filter

3/24/21 Reciprocating Fuel Injection

Fuel Control Fuel Filter

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

3/24/21 Reciprocating Fuel Injection

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