>I suspect that these procedures will give as much protection against a load >of bad fuel as anything >else. After all, a load of bad fuel is a serious problem which is not easy >to correct. I suspect that >the polishing system would get the job done, but it might take a very long >time. >*********************************************** >As you can tell from this very rambling discussion, I don't have a clue. > >CaptnWil >AfterSail >40 Pier Pointe >New Bern NC 28562 >(919) 636-3601 >captnwil@coastalnet.com > > Let me try again. For the sake of convenience, let's call the intermediate tank a "day tank" with the following stipualtions: The day tank is "in line". Fuel flows through the filtering system into the day tank and then out the overflow into the main fuel tanks. The engine intake is in the day tank. (Let's figure out the engine return later.) The day tank doesn't need to be filled manually. It stays full because it is downline from the filter and not subject to contamination since it is upstream from the main tanks. Let's try an example. Captnwil has a KK 42. Fuel usage is about 2 gallons per hour. A 25 gallon day tank would allow twelve hours of operation even if the fuel filterng and recircutlation system is not running at all. At the time that you refuel, the day tank is full of clean filtered fuel. You top up your tanks with bad fuel. You can still operate the engine using the fuel in the day tank while filtering the bad fuel. Clean fuel comes out of the filter. The filter eventually gets clogged and you switch it out. Even in the worse case, you have a 12 hour reserve and you need to net at least two gallons per hour out of the filter in order to keep the day tank full and the engine running. Is this a reasonable scenario? Would this provide enough protection against a load of bad but filterable fuel? Is it possible to get fuel so bad that it can't be filtered at all? Rick Austin A Chartering Member of the TW List rick@capsales.com