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Leeverett
Joined: 07 Jan 2013
Posts: 14
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 Posted: Mon Jan 07, 2013 9:12 pm Post subject: Fuel pump use |
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I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
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john.maccallum(at)bigpond
Guest
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| Posted: Mon Jan 07, 2013 10:13 pm Post subject: Fuel pump use |
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Hi Leon,
I asked that question from my CFI when I was doing my Commercial Training in
a 182T with an IO-540. The answer I got was that it is unnecessary and he
was of the opinion you could over fuel and make the mixture too rich on a
Lycoming with fuel
Injection by using the boost pump.
They are certainly sons of B**^^$(at) to start if they are hot and you
accidently use the Boost pump to prime!
Cheers
John MacCallum
VH-DUU
RV 10 # 41016
--
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Bob Turner
Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA
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| Posted: Mon Jan 07, 2013 10:58 pm Post subject: Re: Fuel pump use |
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Running the electric pump does not make the mixture too rich. There are some TCM set ups where this is possible, but not the Lyc in the 10.
I run it whenever a failure of the mechanical pump would be bad news, e.g. down low, takeoff, landing.
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_________________
Bob Turner
RV-10 QB |
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n223rv(at)wolflakeairport
Guest
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| Posted: Tue Jan 08, 2013 2:46 am Post subject: Fuel pump use |
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I use it on takeoff, and landing always. Rarely on fuel tank changes.
Do not archive
-Mike Kraus
RV-4 sold 
RV-10 flying 
KitFox SS7 Radial building
On Jan 8, 2013, at 1:58 AM, "Bob Turner" <bobturner(at)alum.rpi.edu> wrote:
| Quote: |
Running the electric pump does not make the mixture too rich. There are some TCM set ups where this is possible, but not the Lyc in the 10.
I run it whenever a failure of the mechanical pump would be bad news, e.g. down low, takeoff, landing.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391789#391789
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rv10flyer(at)live.com
Guest
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| Posted: Tue Jan 08, 2013 6:21 am Post subject: Fuel pump use |
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from Lycoming's Key Operations manual:
As an engine manufacturer, we are frequently asked about the proper use of
the fuel boost pump with our power plants. Although we can’t pretend to be
an expert on the fuel boost pump itself, we have some positive
recommendations concerning its use with our engines. Where a boost pump is
provided by the airframe manufacturer, and the airframe Pilot’s Operating
Handbook has a limited treatment of the use of the fuel boost pump, perhaps
this discussion can provide the necessary fuel boost pump information for
the pilot in order to operate his or her engine as safely as possible.
It is necessary to supply the engine with a steady, uninterrupted flow of
fuel for all operating conditions. Entrapped air, temperature changes,
pressure drops, agitation in the fuel lines and other factors affect the
release of air and vapor from the fuel system. Under some circumstances
where an engine-mounted fuel pump is provided, it may not be able to pump a
continuous fuel supply free of excessive vapor.
An effective continuous fuel supply is provided by use of the fuel boost
pump. As a general recommendation, the fuel boost pump should be used with
Lycoming engines in all conditions where there is any possibility of
excessive vapor formation, or when a temporary cessation of fuel flow would
introduce undesirable hazards. The conditions under which Lycoming
recommends operation of the fuel boost pump are as follows:
1. Every takeoff.
2. Climb after takeoff unless Pilot’s Operating Handbook says it is not
necessary.
3. When switching fuel selectors from one separate fuel tank to another, the
fuel boost pump should be “on” in the new tank until the operator is assured
there will be no interruption of the fuel flow.
4. Every landing approach.
5. Any time the fuel pressure is fluctuating, and the engine is affected by
the fluctuation.
6. Hot weather, hot engine ground operation where fuel vapor problems cause
erratic engine operation.
7. Some General Aviation aircraft require the use of the fuel boost pump
during high-altitude flight. This will be spelled out in the Pilot’s
Operating Handbook.
8. If the engine-mounted fuel pump fails.
If the fuel boost pump is used during ground operation, don’t fail to check
the condition of the engine-mounted fuel pump before takeoff by turning the
boost pump off briefly, and then back “on” for takeoff. If the
engine-mounted pump has failed, it would be safer to know that on the ground
rather than in the air when the fuel boost pump is turned “off.”
When in doubt, do the safest thing and use the fuel boost pump with Lycoming
engines. Don’t be “stingy” with the boost pump. In most cases, they last the
overhaul life of the engine, and are then exchanged or overhauled
themselves. AS A REMINDER, the airframe Pilot’s Operating Handbook is the
authority if boost pump information is spelled out in it.
--
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Kellym
Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ
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| Posted: Tue Jan 08, 2013 6:33 am Post subject: Fuel pump use |
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Good information. However, boost pumps generally have a finite life of
xxx hours operation and are relatively expensive, especially in
certified aircraft. So I make a habit of turning off the boost pump as
soon as I have enough altitude to return to the runway I departed, good
reminder point as you exit the traffic pattern or call departure. For
arrival, since I currently fly a retractable, I turn on boost pump right
after lowering the gear, which will be approx 5 miles from the runway or
FAF.
Kelly
On 1/8/2013 7:20 AM, Pascal wrote:
[quote]
from Lycoming's Key Operations manual:
As an engine manufacturer, we are frequently asked about the proper
use of the fuel boost pump with our power plants. Although we can’t
pretend to be an expert on the fuel boost pump itself, we have some
positive recommendations concerning its use with our engines. Where a
boost pump is provided by the airframe manufacturer, and the airframe
Pilot’s Operating Handbook has a limited treatment of the use of the
fuel boost pump, perhaps this discussion can provide the necessary
fuel boost pump information for the pilot in order to operate his or
her engine as safely as possible.
It is necessary to supply the engine with a steady, uninterrupted flow
of fuel for all operating conditions. Entrapped air, temperature
changes, pressure drops, agitation in the fuel lines and other factors
affect the release of air and vapor from the fuel system. Under some
circumstances where an engine-mounted fuel pump is provided, it may
not be able to pump a continuous fuel supply free of excessive vapor.
An effective continuous fuel supply is provided by use of the fuel
boost pump. As a general recommendation, the fuel boost pump should be
used with Lycoming engines in all conditions where there is any
possibility of excessive vapor formation, or when a temporary
cessation of fuel flow would introduce undesirable hazards. The
conditions under which Lycoming recommends operation of the fuel boost
pump are as follows:
1. Every takeoff.
2. Climb after takeoff unless Pilot’s Operating Handbook says it is
not necessary.
3. When switching fuel selectors from one separate fuel tank to
another, the fuel boost pump should be “on” in the new tank until the
operator is assured there will be no interruption of the fuel flow.
4. Every landing approach.
5. Any time the fuel pressure is fluctuating, and the engine is
affected by the fluctuation.
6. Hot weather, hot engine ground operation where fuel vapor problems
cause erratic engine operation.
7. Some General Aviation aircraft require the use of the fuel boost
pump during high-altitude flight. This will be spelled out in the
Pilot’s Operating Handbook.
8. If the engine-mounted fuel pump fails.
If the fuel boost pump is used during ground operation, don’t fail to
check the condition of the engine-mounted fuel pump before takeoff by
turning the boost pump off briefly, and then back “on” for takeoff. If
the engine-mounted pump has failed, it would be safer to know that on
the ground rather than in the air when the fuel boost pump is turned
“off.”
When in doubt, do the safest thing and use the fuel boost pump with
Lycoming engines. Don’t be “stingy” with the boost pump. In most
cases, they last the overhaul life of the engine, and are then
exchanged or overhauled themselves. AS A REMINDER, the airframe
Pilot’s Operating Handbook is the authority if boost pump information
is spelled out in it.
--
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_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD |
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jesse(at)saintaviation.co
Guest
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| Posted: Tue Jan 08, 2013 6:44 am Post subject: Fuel pump use |
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In N256H, I never turn on the boost pump except for priming to start the engine. The good old VP-200 turns it on for me for takeoff (3 minutes) and landing automatically.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Jan 8, 2013, at 9:31 AM, Kelly McMullen <kellym(at)aviating.com> wrote:
[quote]
Good information. However, boost pumps generally have a finite life of xxx hours operation and are relatively expensive, especially in certified aircraft. So I make a habit of turning off the boost pump as soon as I have enough altitude to return to the runway I departed, good reminder point as you exit the traffic pattern or call departure. For arrival, since I currently fly a retractable, I turn on boost pump right after lowering the gear, which will be approx 5 miles from the runway or FAF.
Kelly
On 1/8/2013 7:20 AM, Pascal wrote:
>
>
> from Lycoming's Key Operations manual:
> As an engine manufacturer, we are frequently asked about the proper use of the fuel boost pump with our power plants. Although we cant pretend to be an expert on the fuel boost pump itself, we have some positive recommendations concerning its use with our engines. Where a boost pump is provided by the airframe manufacturer, and the airframe Pilots Operating Handbook has a limited treatment of the use of the fuel boost pump, perhaps this discussion can provide the necessary fuel boost pump information for the pilot in order to operate his or her engine as safely as possible.
> It is necessary to supply the engine with a steady, uninterrupted flow of fuel for all operating conditions. Entrapped air, temperature changes, pressure drops, agitation in the fuel lines and other factors affect the release of air and vapor from the fuel system. Under some circumstances where an engine-mounted fuel pump is provided, it may not be able to pump a continuous fuel supply free of excessive vapor.
> An effective continuous fuel supply is provided by use of the fuel boost pump. As a general recommendation, the fuel boost pump should be used with Lycoming engines in all conditions where there is any possibility of excessive vapor formation, or when a temporary cessation of fuel flow would introduce undesirable hazards. The conditions under which Lycoming recommends operation of the fuel boost pump are as follows:
> 1. Every takeoff.
> 2. Climb after takeoff unless Pilots Operating Handbook says it is not necessary.
> 3. When switching fuel selectors from one separate fuel tank to another, the fuel boost pump should be on in the new tank until the operator is assured there will be no interruption of the fuel flow.
> 4. Every landing approach.
> 5. Any time the fuel pressure is fluctuating, and the engine is affected by the fluctuation.
> 6. Hot weather, hot engine ground operation where fuel vapor problems cause erratic engine operation.
> 7. Some General Aviation aircraft require the use of the fuel boost pump during high-altitude flight. This will be spelled out in the Pilots Operating Handbook.
> 8. If the engine-mounted fuel pump fails.
> If the fuel boost pump is used during ground operation, dont fail to check the condition of the engine-mounted fuel pump before takeoff by turning the boost pump off briefly, and then back on for takeoff. If the engine-mounted pump has failed, it would be safer to know that on the ground rather than in the air when the fuel boost pump is turned off.
> When in doubt, do the safest thing and use the fuel boost pump with Lycoming engines. Dont be stingy with the boost pump. In most cases, they last the overhaul life of the engine, and are then exchanged or overhauled themselves. AS A REMINDER, the airframe Pilots Operating Handbook is the authority if boost pump information is spelled out in it.
>
> --
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bruce1hwjohnson(at)yahoo.
Guest
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| Posted: Tue Jan 08, 2013 9:34 am Post subject: Fuel pump use |
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Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be your preference which way you go.
From: Leeverett <Leeverett(at)msn.com>
To: rv10-list(at)matronics.com
Sent: Monday, January 7, 2013 10:12 PM
Subject: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
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dave.saylor.aircrafters(a
Guest
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| Posted: Tue Jan 08, 2013 10:01 am Post subject: Fuel pump use |
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The main concept to understand about the boost pump is that it's there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the engine won't run) without something in the neighborhood of 15 psi of fuel pressure. I might be off a few pounds, but the point is that without some kind of fuel pump, either engine driven or electrically driven, the engine won't run. Even the head pressure from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary loss of power then I use the boost pump. So I use it on take-off and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for discussion, but in flight the pump should be on whenever you wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
831-750-0284 CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)> wrote:
[quote] Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be your preference which way you go.
From: Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com)>
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Monday, January 7, 2013 10:12 PM
Subject: RV10-List: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
| Quote: |
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
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[b]
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sfarner
Joined: 15 Nov 2010
Posts: 10
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| Posted: Tue Jan 08, 2013 10:42 am Post subject: Fuel pump use |
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Dave- I fly a Lance and a Bonanza, and in the Lance the pump is supposed to be on as you say below (500 feet and lower was how I was taught). The Bonanza does not require this in the checklist, and it is only used for starting….not sure why that is the case, but am curious if anyone knows.
Steve Farner
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Saylor
Sent: Tuesday, January 08, 2013 12:01 PM
To: rv10-list(at)matronics.com
Subject: Re: RV10-List: Fuel pump use
The main concept to understand about the boost pump is that it's there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the engine won't run) without something in the neighborhood of 15 psi of fuel pressure. I might be off a few pounds, but the point is that without some kind of fuel pump, either engine driven or electrically driven, the engine won't run. Even the head pressure from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary loss of power then I use the boost pump. So I use it on take-off and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for discussion, but in flight the pump should be on whenever you wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
831-750-0284 CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)> wrote:
Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be yourpreferencewhich way you go.
From: Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com)>
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Monday, January 7, 2013 10:12 PM
Subject: RV10-List: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
| Quote: | | _-============================================================_-= - The RV10-List Email Forum - |
01234567890123456789
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dave.saylor.aircrafters(a
Guest
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| Posted: Tue Jan 08, 2013 10:58 am Post subject: Fuel pump use |
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Hi Steve,
Well, the Continental fuel system in a Bonanza is quite different from the Lyc. I don't have as much experience with Continentals (Kelly??) but I don't think they run without positive fuel pressure either. And, on some Continentals the engine quits if you run "high boost" at the wrong altitude/power setting...yuck. I'd stick with what Beech says.
As far as the minimum "unboosted" altitude, it has more to do with time to respond to a failure than with any physical correlation to ambient pressure. Personally, I try to keep it on below 2000 AGL.
Dave Saylor
831-750-0284 CL
On Tue, Jan 8, 2013 at 10:42 AM, Steve Farner <steve.farner(at)bellevue.edu (steve.farner(at)bellevue.edu)> wrote:
| Quote: |
Dave- I fly a Lance and a Bonanza, and in the Lance the pump is supposed to be on as you say below (500 feet and lower was how I was taught). The Bonanza does not require this in the checklist, and it is only used for starting….not sure why that is the case, but am curious if anyone knows.
Steve Farner
From: owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Dave Saylor
Sent: Tuesday, January 08, 2013 12:01 PM
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Subject: Re: Fuel pump use
The main concept to understand about the boost pump is that it's there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the engine won't run) without something in the neighborhood of 15 psi of fuel pressure. I might be off a few pounds, but the point is that without some kind of fuel pump, either engine driven or electrically driven, the engine won't run. Even the head pressure from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary loss of power then I use the boost pump. So I use it on take-off and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for discussion, but in flight the pump should be on whenever you wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)> wrote:
Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be your preference which way you go.
From: Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com)>
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Monday, January 7, 2013 10:12 PM
Subject: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
- The RV10-List Email Forum -[/b]such as List Un/Subscription, |
[/b][/quote] s.com/Navigator?RV10-List" target="_blank">http://www.matronics.com/Navigu>[/u][/b][/quote] ================== - MATRONICS WEB FORUMS -</ available via the Web Forums![u][/b][/quote] "_blank">http://forums.matronics.com[/b] - List Contribution Web Site -[/b][/quote] -Matt Dralle, List Admit; http://www.matronics.com/contribution[u][/b][/quote] ==================[/b] [/quote]0
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Bob Turner
Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA
|
| Posted: Tue Jan 08, 2013 10:59 am Post subject: Re: Fuel pump use |
|
|
Bonanza and 210 have TCM engines and fuel systems, which are, or can be, different. These usually require a fuel return line back to the tank. On some of these you can over-enrich the mixture with the aux pump.
But to repeat: there is no good reason not to run the aux pump on the standard Lycoming/RV set up, and if the mechanical pump quits at the wrong time you will be glad you did.
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Bob Turner
RV-10 QB |
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Mauledriver(at)nc.rr.com
Guest
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| Posted: Tue Jan 08, 2013 11:19 am Post subject: Fuel pump use |
|
|
I use it for cold starts and takeoffs from fields where an engine
failure would be really bad news... like my home field.
It's a pre-takeoff checklist item.
I really should use it for all TOs and Landings but it screws up the
fuel totalizer measurement.
Bill
On 1/8/2013 12:12 AM, Leeverett wrote:
| Quote: |
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
|
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http://www.matronics.com/Navigator?RV10-List |
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rv10rob(at)gmail.com
Guest
|
| Posted: Tue Jan 08, 2013 11:20 am Post subject: Fuel pump use |
|
|
In addition to what's already been stated, I've found that if I don't have my electric pump on in a high power climb, my fuel pressure drops below my alarm threshold (15 psi), though the engine seems to run fine.
-Rob
On Tue, Jan 8, 2013 at 10:57 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:
| Quote: | Hi Steve,
Well, the Continental fuel system in a Bonanza is quite different from the Lyc. I don't have as much experience with Continentals (Kelly??) but I don't think they run without positive fuel pressure either. And, on some Continentals the engine quits if you run "high boost" at the wrong altitude/power setting...yuck. I'd stick with what Beech says.
As far as the minimum "unboosted" altitude, it has more to do with time to respond to a failure than with any physical correlation to ambient pressure. Personally, I try to keep it on below 2000 AGL.
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 10:42 AM, Steve Farner <steve.farner(at)bellevue.edu (steve.farner(at)bellevue.edu)> wrote:
| Quote: |
Dave- I fly a Lance and a Bonanza, and in the Lance the pump is supposed to be on as you say below (500 feet and lower was how I was taught). The Bonanza does not require this in the checklist, and it is only used for starting….not sure why that is the case, but am curious if anyone knows.
Steve Farner
From: owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Dave Saylor
Sent: Tuesday, January 08, 2013 12:01 PM
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Subject: Re: Fuel pump use
The main concept to understand about the boost pump is that it's there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the engine won't run) without something in the neighborhood of 15 psi of fuel pressure. I might be off a few pounds, but the point is that without some kind of fuel pump, either engine driven or electrically driven, the engine won't run. Even the head pressure from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary loss of power then I use the boost pump. So I use it on take-off and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for discussion, but in flight the pump should be on whenever you wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)> wrote:
Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be your preference which way you go.
From: Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com)>
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Monday, January 7, 2013 10:12 PM
Subject: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
- The RV10-List Email Forum -
| Quote: | | such as List Un/Subscription, |
s.com/Navigator?RV10-List" target="_blank">http://www.matronics.com/Navigu> ==================� - MATRONICS WEB FORUMS -[u][/u] "_blank">http://forums.matronics.com0
-Matt Dralle, List Admit; http://www.matronics.com/contribution ==================1
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2
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Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
[quote][b]
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Kellym
Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ
|
| Posted: Tue Jan 08, 2013 12:22 pm Post subject: Fuel pump use |
|
|
You are correct. Every Lycoming powered fuel injected aircraft I have
worked on, with Bendix RSA injection called for pump on for takeoff and
landing.
Cessna 210 and Bonanza have Continental injection system that is very
sensitive to unmetered pressure coming into the fuel servo. Adding boost
pump upsets the mixture calibration. Yes, boost pump off in climb is
pilot's discretion for ability to respond if engine falters because
mechanical pump failed.
FWIW a 210 was totaled at my airport on New Year's eve because it
appears mechanical pump failed at 100 ft. With most any injected engine
it takes 5-10 seconds for fire to relight after a fuel delivery
interruption. Fortunately they made a open soft field about 40 degrees
off centerline and walked away uninjured.
Kelly
On 1/8/2013 11:57 AM, Dave Saylor wrote:
| Quote: | Hi Steve,
Well, the Continental fuel system in a Bonanza is quite different from
the Lyc. I don't have as much experience with Continentals (Kelly??)
but I don't think they run without positive fuel pressure either. And,
on some Continentals the engine quits if you run "high boost" at the
wrong altitude/power setting...yuck. I'd stick with what Beech says.
As far as the minimum "unboosted" altitude, it has more to do with
time to respond to a failure than with any physical correlation to
ambient pressure. Personally, I try to keep it on below 2000 AGL.
Dave Saylor
831-750-0284 CL
On Tue, Jan 8, 2013 at 10:42 AM, Steve Farner
<steve.farner(at)bellevue.edu <mailto:steve.farner(at)bellevue.edu>> wrote:
Dave- I fly a Lance and a Bonanza, and in the Lance the pump is
supposed to be on as you say below (500 feet and lower was how I
was taught). The Bonanza does not require this in the checklist,
and it is only used for starting….not sure why that is the case,
but am curious if anyone knows.
Steve Farner
*From:*owner-rv10-list-server(at)matronics.com
<mailto:owner-rv10-list-server(at)matronics.com>
[mailto:owner-rv10-list-server(at)matronics.com
<mailto:owner-rv10-list-server(at)matronics.com>] *On Behalf Of *Dave
Saylor
*Sent:* Tuesday, January 08, 2013 12:01 PM
*To:* rv10-list(at)matronics.com <mailto:rv10-list(at)matronics.com>
*Subject:* Re: Fuel pump use
The main concept to understand about the boost pump is that it's
there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the
engine won't run) without something in the neighborhood of 15 psi
of fuel pressure. I might be off a few pounds, but the point is
that without some kind of fuel pump, either engine driven or
electrically driven, the engine won't run. Even the head pressure
from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary
loss of power then I use the boost pump. So I use it on take-off
and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of
redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for
discussion, but in flight the pump should be on whenever you
wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
831-750-0284 <tel:831-750-0284> CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson
<bruce1hwjohnson(at)yahoo.com <mailto:bruce1hwjohnson(at)yahoo.com>> wrote:
Good question Leon, I have got 85 hrs and have only used the
electric pump for starting, I leave it on during cranking and it
seems to start better that way. I recently took a guy up and he
said on low wing tanks its better to use it on take off and
landings????? On my 210 I only used it for start up as well and it
did over fuel the system if used in addition while running. On an
Enstrom helicopter with gravity feed tanks they run them all the
time. So I guess it will be your preference which way you go.
------------------------------------------------------------------------
*From:*Leeverett <Leeverett(at)msn.com <mailto:Leeverett(at)msn.com>>
*To:* rv10-list(at)matronics.com <mailto:rv10-list(at)matronics.com>
*Sent:* Monday, January 7, 2013 10:12 PM
*Subject:* Fuel pump use
<mailto:Leeverett(at)msn.com>>
I have finished my 10 except for paint and am ready for first
flight. I
finished transition training last weekend with Pierrie Smith. It
was a great
experience and I recommend him to anyone looking for a CFI. I
noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do
other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
* *
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*get="_blank">http://www.matronics.com/Navigator?RV10-List*
*tp://forums.matronics.com <http://forums.matronics.com>*
*_blank">http://www.matronics.com/contribution*
* *
* *
* *
*===============*
- The RV10-List Email Forum -
*such as List Un/Subscription,*
s.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigu>
==================� - MATRONICS WEB FORUMS -__
"_blank">http://forums.matronics.com
� - List Contribution Web Site -__
-Matt Dralle, List Admit;
http://www.matronics.com/contribution ==================
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No virus found in this message.
Checked by AVG - www.avg.com
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_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD |
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rnewman(at)tcwtech.com
Guest
|
| Posted: Tue Jan 08, 2013 12:48 pm Post subject: Fuel pump use |
|
|
Rob. I'm curious, do you have your fuel flow transducer in the plans shown location? Since my write-up on fuel flow (and corresponding change to fuel system), my fuel flow and pressure issues are completely gone.
Bob Newman
Sent from my iPhone
On Jan 8, 2013, at 2:20 PM, Rob Kochman <rv10rob(at)gmail.com (rv10rob(at)gmail.com)> wrote:
[quote]In addition to what's already been stated, I've found that if I don't have my electric pump on in a high power climb, my fuel pressure drops below my alarm threshold (15 psi), though the engine seems to run fine.
-Rob
On Tue, Jan 8, 2013 at 10:57 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:
| Quote: | Hi Steve,
Well, the Continental fuel system in a Bonanza is quite different from the Lyc. I don't have as much experience with Continentals (Kelly??) but I don't think they run without positive fuel pressure either. And, on some Continentals the engine quits if you run "high boost" at the wrong altitude/power setting...yuck. I'd stick with what Beech says.
As far as the minimum "unboosted" altitude, it has more to do with time to respond to a failure than with any physical correlationto ambient pressure. Personally, I try to keep it on below 2000 AGL.
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 10:42 AM, Steve Farner <steve.farner(at)bellevue.edu (steve.farner(at)bellevue.edu)> wrote:
| Quote: |
Dave- I fly a Lance and a Bonanza, and in the Lance the pump is supposed to be on as you say below (500 feet and lower was how I was taught). The Bonanza does not require this in the checklist, and it is only used for starting….not sure why that is the case, but am curious if anyone knows.
Steve Farner
From: owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Dave Saylor
Sent: Tuesday, January 08, 2013 12:01 PM
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Subject: Re: Fuel pump use
The main concept to understand about the boost pump is that it's there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the engine won't run) without something in the neighborhood of 15 psi of fuel pressure. I might be off a few pounds, but the point is that without some kind of fuel pump, either engine driven or electrically driven, the engine won't run. Even the head pressure from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary loss of power then I use the boost pump. So I use it on take-off and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for discussion, but in flight the pump should be on whenever you wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)> wrote:
Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be your preferencewhich way you go.
From: Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com)>
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Monday, January 7, 2013 10:12 PM
Subject: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
- The RV10-List Email Forum -
| Quote: | | such as List Un/Subscription, |
s.com/Navigator?RV10-List" target="_blank">http://www.matronics.com/Navigu> ==================� - MATRONICS WEB FORUMS -[u][/u] "_blank">http://forums.matronics.com0
-Matt Dralle, List Admit; http://www.matronics.com/contribution ==================1
|
2
|
--
Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
3
[b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
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bruce1hwjohnson(at)yahoo.
Guest
|
| Posted: Tue Jan 08, 2013 12:55 pm Post subject: Fuel pump use |
|
|
OK from now on mine is going on during take off and landing, thanks for enlightening me and a great question Leon.
From: Kelly McMullen <kellym(at)aviating.com>
To: rv10-list(at)matronics.com
Sent: Tuesday, January 8, 2013 1:22 PM
Subject: Re: Fuel pump use
--> RV10-List message posted by: Kelly McMullen <kellym(at)aviating.com (kellym(at)aviating.com)>
You are correct. Every Lycoming powered fuel injected aircraft I have
worked on, with Bendix RSA injection called for pump on for takeoff and
landing.
Cessna 210 and Bonanza have Continental injection system that is very
sensitive to unmetered pressure coming into the fuel servo. Adding boost
pump upsets the mixture calibration. Yes, boost pump off in climb is
pilot's discretion for ability to respond if engine falters because
mechanical pump failed.
FWIW a 210 was totaled at my airport on New Year's eve because it
appears mechanical pump failed at 100 ft. With most any injected engine
it takes 5-10 seconds for fire to relight after a fuel delivery
interruption. Fortunately they made a open soft field about 40 degrees
off centerline and walked away uninjured.
Kelly
On 1/8/2013 11:57 AM, Dave Saylor wrote:
| Quote: | Hi Steve,
Well, the Continental fuel system in a Bonanza is quite different from
the Lyc. I don't have as much experience with Continentals (Kelly??)
but I don't think they run without positive fuel pressure either. And,
on some Continentals the engine quits if you run "high boost" at the
wrong altitude/power setting..yuck. I'd stick with what Beech says.
As far as the minimum "unboosted" altitude, it has more to do with
time to respond to a failure than with any physical correlation to
ambient pressure. Personally, I try to keep it on below 2000 AGL.
Dave Saylor
831-750-0284 CL
On Tue, Jan 8, 2013 at 10:42 AM, Steve Farner
<steve.farner(at)bellevue.edu (steve.farner(at)bellevue.edu) <mailto:steve.farner(at)bellevue.edu (steve.farner(at)bellevue.edu)>> wrote:
Dave- I fly a Lance and a Bonanza, and in the Lance the pump is
supposed to be on as you say below (500 feet and lower was how I
was taught). The Bonanza does not require this in the checklist,
and it is only used for starting….not sure why that is the case,
but am curious if anyone knows.
Steve Farner
*From:*owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)
<mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)>
[mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)
<mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)>] *On Behalf Of *Dave
Saylor
*Sent:* Tuesday, January 08, 2013 12:01 PM
*To:* rv10-list(at)matronics.com (rv10-list(at)matronics.com) <mailto:rv10-list(at)matronics.com (rv10-list(at)matronics.com)>
*Subject:* Re: RV10-List: Fuel pump use
The main concept to understand about the boost pump is that it's
there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the
engine won't run) without something in the neighborhood of 15 psi
of fuel pressure. I might be off a few pounds, but the point is
that without some kind of fuel pump, either engine driven or
electrically driven, the engine won't run. Even the head pressure
from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary
loss of power then I use the boost pump. So I use it on take-off
and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of
redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for
discussion, but in flight the pump should be on whenever you
wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
831-750-0284 <tel:831-750-0284> CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson
<bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com) <mailto:bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)>> wrote:
Good question Leon, I have got 85 hrs and have only used the
electric pump for starting, I leave it on during cranking and it
seems to start better that way. I recently took a guy up and he
said on low wing tanks its better to use it on take off and
landings????? On my 210 I only used it for start up as well and it
did over fuel the system if used in addition while running. On an
Enstrom helicopter with gravity feed tanks they run them all the
time. So I guess it will be your preference which way you go.
------------------------------------------------------------------------
*From:*Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com) <mailto:Leeverett(at)msn.com (Leeverett(at)msn.com)>>
*To:* rv10-list(at)matronics.com (rv10-list(at)matronics.com) <mailto:rv10-list(at)matronics.com (rv10-list(at)matronics.com)>
*Sent:* Monday, January 7, 2013 10:12 PM
*Subject:* Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)
<mailto:Leeverett(at)msn.com (Leeverett(at)msn.com)>>
I have finished my 10 except for paint and am ready for first
flight. I
finished transition training last weekend with Pierrie Smith. It
was a great
experience and I recommend him to anyone looking for a CFI. I
noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do
other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
* *
* *
*get="_blank">[url=http://www.matronics.com/Navigator?RV10-List*]http://www.matronics.com/Navigator?RV10-List*[/url]
*tp://forums.matronics.com <http://forums.matronics.com>*
*_blank">[url=http://www.matronics.com/contribution*]http://www.matronics.com/contribution*[/url]
* *
* *
* *
*===============*
- The RV10-List Email Forum -
*such as List Un/Subscription,*
s.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigu>
==================� - MATRONICS WEB FORUMS -__
"_blank">http://forums.matronics.com
� - List Contribution Web Site -__
-Matt Dralle, List Admit;
http://www.matronics.com/contribution ==================
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No virus found Archive Search & ator?RV10-List" target="_blank">http://www.matronics.com/Navigator?RV10-L --> http://f= - List Contribution Web Site &nbs="http://www.matronics.com/contribution" =======
[quote][b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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rv10rob(at)gmail.com
Guest
|
| Posted: Tue Jan 08, 2013 4:32 pm Post subject: Fuel pump use |
|
|
Yes, Bob, it's in the tunnel, per plans. I did read your writeup and haven't noticed any of those issues, though.
-Rob
On Tue, Jan 8, 2013 at 12:48 PM, Bob-TCW <rnewman(at)tcwtech.com (rnewman(at)tcwtech.com)> wrote:
| Quote: | Rob. I'm curious, do you have your fuel flow transducer in the plans shown location? Since my write-up on fuel flow (and corresponding change to fuel system), my fuel flow and pressure issues are completely gone.
Bob Newman
Sent from my iPhone
On Jan 8, 2013, at 2:20 PM, Rob Kochman <rv10rob(at)gmail.com (rv10rob(at)gmail.com)> wrote:
| Quote: | In addition to what's already been stated, I've found that if I don't have my electric pump on in a high power climb, my fuel pressure drops below my alarm threshold (15 psi), though the engine seems to run fine.
-Rob
On Tue, Jan 8, 2013 at 10:57 AM, Dave Saylor <dave.saylor.aircrafters(at)gmail.com (dave.saylor.aircrafters(at)gmail.com)> wrote:
| Quote: | Hi Steve,
Well, the Continental fuel system in a Bonanza is quite different from the Lyc. I don't have as much experience with Continentals (Kelly??) but I don't think they run without positive fuel pressure either. And, on some Continentals the engine quits if you run "high boost" at the wrong altitude/power setting...yuck. I'd stick with what Beech says.
As far as the minimum "unboosted" altitude, it has more to do with time to respond to a failure than with any physical correlation to ambient pressure. Personally, I try to keep it on below 2000 AGL.
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 10:42 AM, Steve Farner <steve.farner(at)bellevue.edu (steve.farner(at)bellevue.edu)> wrote:
| Quote: |
Dave- I fly a Lance and a Bonanza, and in the Lance the pump is supposed to be on as you say below (500 feet and lower was how I was taught). The Bonanza does not require this in the checklist, and it is only used for starting….not sure why that is the case, but am curious if anyone knows.
Steve Farner
From: owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com) [mailto:owner-rv10-list-server(at)matronics.com (owner-rv10-list-server(at)matronics.com)] On Behalf Of Dave Saylor
Sent: Tuesday, January 08, 2013 12:01 PM
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Subject: Re: Fuel pump use
The main concept to understand about the boost pump is that it's there in case the engine-driven pump fails.
The fuel injection system on our engines won't function (the engine won't run) without something in the neighborhood of 15 psi of fuel pressure. I might be off a few pounds, but the point is that without some kind of fuel pump, either engine driven or electrically driven, the engine won't run. Even the head pressure from a high-wing is insufficient to operate the fuel injection.
What I take away from this is that if I can't tolerate a temporary loss of power then I use the boost pump. So I use it on take-off and landing, or any other time I'm busy and/or close to the ground.
To my way of thinking, the boost pump is an important piece of redundant safety equipment, like a second mag or electrical supply.
Starting is a whole other mode of operation, and another topic for discussion, but in flight the pump should be on whenever you wouldn't have time to mess with a restart due to engine pump failure.
Fly safe!
Dave Saylor
[url=tel:831-750-0284]831-750-0284[/url] CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson(at)yahoo.com (bruce1hwjohnson(at)yahoo.com)> wrote:
Good question Leon, I have got 85 hrs and have only used the electric pump for starting, I leave it on during cranking and it seems to start better that way. I recently took a guy up and he said on low wing tanks its better to use it on take off and landings????? On my 210 I only used it for start up as well and it did over fuel the system if used in addition while running. On an Enstrom helicopter with gravity feed tanks they run them all the time. So I guess it will be your preference which way you go.
From: Leeverett <Leeverett(at)msn.com (Leeverett(at)msn.com)>
To: rv10-list(at)matronics.com (rv10-list(at)matronics.com)
Sent: Monday, January 7, 2013 10:12 PM
Subject: Fuel pump use
--> RV10-List message posted by: "Leeverett" <Leeverett(at)msn.com (Leeverett(at)msn.com)>
I have finished my 10 except for paint and am ready for first flight. I
finished transition training last weekend with Pierrie Smith. It was a great
experience and I recommend him to anyone looking for a CFI. I noted we
only used the electric fuel pump on engine start and not on takeoff,
landing or fuel tank change. Is this everyone's practice or do other folks
have different ideas. Thank. Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391785#391785
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Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
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Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
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Kelly McMullen
Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ
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| Posted: Tue Jan 08, 2013 4:52 pm Post subject: Fuel pump use |
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I have yet to understand Van's logic, to make the mechanical pump have
to draw the fuel through the pressure drop of the sending unit, when
it takes enough effort just to pull from the tanks through the rise
for the selector, and through the filter.
All of the STC instructions for installing sending unit on certified
aircraft place it AFTER the mechanical pump.
On Tue, Jan 8, 2013 at 5:31 PM, Rob Kochman <rv10rob(at)gmail.com> wrote:
| Quote: | Yes, Bob, it's in the tunnel, per plans. I did read your writeup and
haven't noticed any of those issues, though.
-Rob
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Bob Turner
Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA
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| Posted: Tue Jan 08, 2013 5:15 pm Post subject: Re: Fuel pump use |
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Too many Roberts!
Robert: Thanks for your reply. If you expect this to happen again you should have someone show you how to file the prop yourself. Of course there are limits as to how much material you can remove. Be interesting to see how this works out long term: Frequent filings near the end of the longer Hartzel, eventually bringing the blades below service limits; or rarer hits on the shorter MT but then need to go to the factory for repair.
Rob: low pressure warning during full power climb. Mine does the same thing, but it's a "feature". Mine only does it as I climb above 5,000', so it is a reminder that it is time to lean! As soon as I do, even a bit, pressure comes back up.
Bob: yes I have the per-plans set up, and have not seen any indication of vapor. I still wonder if your experience is related to your non standard filer set up.
(signed),
Still another Bob
PS yes my FF reads a bit high with the aux pump on. But I would rather refuel when the FF says I only have 10 gal only to find I really had 13, than have the engine quit just after lift off because I did not have the aux pump on.
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