Today's Message Index:
----------------------
1. 12:24 AM - List of Contributors 2008 (Matt Dralle)
2. 07:23 AM - Need for start-up protection? (Sam Hoskins)
3. 08:48 AM - Re: Dancing ammeter and alternator drop outs (Gautier, Thomas N)
4. 10:14 AM - Re: Need for start-up protection? (Robert L. Nuckolls, III)
5. 11:34 AM - Re: Need for start-up protection? (Rodney Dunham)
6. 12:39 PM - Fw: [OhioValleyRVators] Food For Thought (Bill Boyd)
7. 01:16 PM - Re: Need for start-up protection? (Ernest Christley)
8. 02:32 PM - =?UTF-8?Q?Re: Need for start-up protection?= =?UTF-8?Q?=3F? (jon@finleyweb.net)
9. 02:46 PM - Re: Need for start-up protection? (earl_schroeder@juno.com)
10. 03:11 PM - Re: Need for start-up protection? (Sam Hoskins)
11. 03:11 PM - Re: Need for start-up protection? (Sam Hoskins)
12. 03:16 PM - Re: Need for start-up protection? (Robert L. Nuckolls, III)
13. 03:23 PM - Re: Food For Thought (Robert L. Nuckolls, III)
Message 1
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| Subject: | List of Contributors 2008 |
Dear Listers,
This year's Fund Raiser has drawn to a close and I want to thank everyone that
so generously made a contribution this year in support of the Matronics Email
List and Forum operation. Your generosity keeps the wheels on this cart and I
truly appreciate the many kind words of encouragement and financial reimbursement.
If you haven't yet made a Contribution in support of this year's Fund Raiser, please
feel free to do so. The great List Fund Raiser gifts will be available
on the Contribution site for a little while longer, so hurry and make your Contribution
today and still get your great gift! Once again, the URL for the Contribution
web site is:
http://www.matronics.com/contribution
or by personal check to:
Matronics / Matt Dralle
PO Box 347
Livermore CA 94551-0347
I would like to thank Andy Gold of the Builder's Bookstore ( http://www.buildersbooks.com ), Jon Croke of HomebuiltHELP ( http://www.homebuilthelp.com ) and Bob Nuckolls of AeroElectric ( http://www.aeroelectric.com ) for their extremely generous support during this year's Fund Raiser through the contribution of discounted merchandise. These are great guys that support the aviation industry and I encourage each and every Lister to have a look at their products. Thank you Andy, Jon and Bob!! Your support is very much appreciated!
And finally, below you will find a web link to the 2008 List of Contributors current
as of 12/7/08! Have a look at this list of names as *these* are the people
that make all of these List services possible! I can't thank each of you
enough for your support and great feedback during this year's Fund Raiser!
THANK YOU!
http://www.matronics.com/loc/2008.html
I will be shipping out all of the gifts around the end of December. In most cases,
gifts will be shipped via US Postal Service.
Once again, thank you for making this year's List Fund Raiser successful!
Best regards,
Matt Dralle
Matronics Email List Administrator
Message 2
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| Subject: | Need for start-up protection? |
I know this has been discussed before, but it's hitting a little closer to
home, and I thought I'd bring it up again.
While installing my new ICOM IC-A210 com radio
<http://icomamerica.com/en/products/avionics/panelmount/a210/default.aspx>I
found this little warning block in the pilot's instruction manual:
"CAUTION: DO NOT turn the power ON until the aircraft engines have been
started. It is very important for protection of the power supply circuit."
(On the other hand, my Dynon D180 installation manual states several times
that it is okay to have the unit on when starting).
For other matters of confusion, the ICOM Pilot's manual says "NEVER connect
to a power source that is fused at more than 5A". But the installation
instructions say to use 18AWG wire with a 10 A circuit breaker. The
specifications listed on the web site says it uses up to 5A during
transmitting.
So, how do I make sure the ICOM is always off before engine start? Or
should I not bother? I have a B&C permenant magnet alternator.
Sam Hoskins
www.samhoskins.blogspot.com
Message 3
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| Subject: | Re: Dancing ammeter and alternator drop outs |
Bob,
Thanks. I'll send your comments along to the owner and mechanic and
I'll try to get the switch carcass if its replaced.
Nick Gautier
You Wrote:
Time: 09:47:56 AM PST US
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Subject: Re: AeroElectric-List: Re: Dancing ammeter and alternator drop
outs
At 09:28 AM 12/7/2008, you wrote:
><thomas.n.gautier@jpl.nasa.gov>
>
>Bob,
>
> Thanks for your reply. I'm sorry I was not more specific.
Not a problem . . .
> The current symptom of the airplane is that the alternator will shut
>down and produce no current. The load meter goes to zero and the voltage
>drops to the battery voltage, a little over 12v on my flight. Turning the
>alternator half of the split master off and then back on restores alternator
>output, the load meter goes to 70A briefly and then starts dancing. I
>carelessly did not observe the voltage with the alternator working. After
>ten or 15 minutes the alternator output will again go to zero. Cycling the
>alternator half of the master will again restore the load meter indication.
>The 5A alternator field breaker does not pop during this process. I am
>unsure how long I left the alternator off line before cycling the split
>master.
These split-rocker switches are close cousins to the S700 series
Carling toggle switches offered by B&C and described here:
http://aeroelectric.com/Mfgr_Data/Switches/Carling_G-series.pdf
http://aeroelectric.com/Pictures/Switches/Carling_Cutaway.jpg
http://aeroelectric.com/Pictures/Switches/Split_Rocker_Front.jpg
http://aeroelectric.com/Pictures/Switches/Split_Rocker_Rear.jpg
I used to have a plastic bag in my desk drawer that contained
two split-rockers removed from TC aircraft that were plagued
with some form of alternator recalcitrance . . . teardown inspection
showed that the contacts on the alternator were badly degraded
due to combinations of corrosion exacerbated by time, and current
draw thorough the switch's rising contact resistance. Next
time I put my hands on them, I'll get them photographed for the
rogue's gallery of switch failures.
> I did search the archives for 'dancing & ammeter' and I understand the
>issue of excessive resistance in the voltage sense/field current wire. Looks
>to me like this plane has that problem.
It's quite possible . . .
> You seem to be saying that the
>alternator drop out I describe is not related to the dancing ammeter symptom
>but that the drop outs are probably caused by a loose connection. But why
>would cycling the alternator half of the master reliably restore operation
>if there was a loose connection?
You're very close to answering your own question with
a high probability of accuracy . . . what gets "wiggled"
when you cycle the switch?
> Are there any more tests you would suggest?
Sure, take a voltmeter along and do the divide/conquer study.
Connect a test lead at half-way between bus and alternator
field terminal. See if you can get the problem to repeat.
If symptom repeats and voltage disappears during alternator
misbehavior, move test point toward the bus 1/4 of the way
and test again. If you're feeling really confident about the
switch, just probe the downstream side of the switch.
Now, if there's alternator ammeter wiggle when things are
working "normally", then perhaps you can get the folks to
do the bus-to-regulator refurbishment cited in the aforementioned
articles . . . most likely, this will fix both the dancing
ammeter -AND- the alternator drop out. If you do replace the
switch for any reason, I'd like to have the carcass.
Bob . . .
Message 4
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| Subject: | Re: Need for start-up protection? |
At 09:22 AM 12/8/2008, you wrote:
>I know this has been discussed before, but it's hitting a little
>closer to home, and I thought I'd bring it up again.
>
>While installing my new
><http://icomamerica.com/en/products/avionics/panelmount/a210/default.aspx>ICOM
>IC-A210 com radio I found this little warning block in the pilot's
>instruction manual:
>"CAUTION: DO NOT turn the power ON until the aircraft engines have
>been started. It is very important for protection of the power
>supply circuit."
I've heard that this radio is at risk for damage to any
voltages over 16v during an OV condition. There are no
"spikes" that exceed this value during cranking but if
the radio was not blessed with design goals conforming
to DO160 recommendations, perhaps they're admitting
to a vulnerability that most suppliers to the industry
choose to live with.
>(On the other hand, my Dynon D180 installation manual states several
>times that it is okay to have the unit on when starting).
Yup, they probably did due diligence under the recommendations
for DO160 compliance.
>For other matters of confusion, the ICOM Pilot's manual says "NEVER
>connect to a power source that is fused at more than 5A". But the
>installation instructions say to use 18AWG wire with a 10 A circuit
>breaker. The specifications listed on the web site says it uses up
>to 5A during transmitting.
The 5A breaker would be fine. Your transmissions are so
short and the receive power so low that you're not likely
to trip a 5A breaker.
>So, how do I make sure the ICOM is always off before engine
>start? Or should I not bother? I have a B&C permenant magnet alternator.
Turn it off/on as part of your post/pre-flight checklist.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 5
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| Subject: | Need for start-up protection? |
Sam=2C
The short 'n sweet answer to...
"So=2C how do I make sure the ICOM is always off before engine start?"
...is. Reach over and twist the ON/OFF knob CCW until it clicks!
I do the "5 M's" mnoemonic on shutdown to help me remember to switch everyt
hing off=2C including the Master.
...Music (turn off all avionics in addition to radios if needed)
...Mags (quick mag check=2C just to let you know that the rpm's drop on one
mag)
...Mixture (full lean for engine cut-off)
...Mags (both off)
...Master (off)
No fancy electronic knowledge required. Just good airmanship.
Rodney in Tennessee
From: sam.hoskins@gmail.com
Subject: AeroElectric-List: Need for start-up protection?
I know this has been discussed before=2C but it's hitting a little closer t
o home=2C and I thought I'd bring it up again.
While installing my new ICOM IC-A210 com radio I found this little warning
block in the pilot's instruction manual:
"CAUTION: DO NOT turn the power ON until the aircraft engines have been st
arted. It is very important for protection of the power supply circuit."
(On the other hand=2C my Dynon D180 installation manual states several time
s that it is okay to have the unit on when starting).
For other matters of confusion=2C the ICOM Pilot's manual says "NEVER conne
ct to a power source that is fused at more than 5A". But the installation
instructions say to use 18AWG wire with a 10 A circuit breaker. The specif
ications listed on the web site says it uses up to 5A during transmitting.
So=2C how do I make sure the ICOM is always off before engine start? Or sh
ould I not bother? I have a B&C permenant magnet alternator.
Sam Hoskins
www.samhoskins.blogspot.com
_________________________________________________________________
Suspicious message? There=92s an alert for that.
http://windowslive.com/Explore/hotmail?ocid=TXT_TAGLM_WL_hotmail_acq_broa
d2_122008
Message 6
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| Subject: | Fwd: [OhioValleyRVators] Food For Thought |
This looked like a good idea to consider for the Z-diagram library, or at
least kick around here...
-Bill B
---------- Forwarded message ----------
From: Valentine Kozak <hangar_p1@yahoo.com>
Subject: [OhioValleyRVators] Food For Thought
I heard of a recent incident where an RV made an off airport landing
due to a failure of an engine driven fuel pump. Maybe someone was
just "joking" around but consider the following.
If the boost pump was wired so that whenever the fuel pressure
dropped below a preset value (around 15-20 psi for fuel injected
engines) the pump would run without intervention of the pilot.
This could be accomplished by a pressure sensor in the high pressure
side of the fuel supply. A boost pump switch would have a three
position switch with "On-Off-Auto" positions. An indicator light
would be on the panel to show th pilot when the boost pump is
operating.
The pilot would have the option of selecting "On" for take off and
landing or leave the switch in "Auto" and reference the indicator
light for boost pump operation.
Suggested switch position would be "Auto" for take off, landing and
cruise. Should fuel pressure drop below limits during any one of
these operations "Auto" would turn on the boost pump without the
pilot attempting guess why the engine is not operating correctly. The
indicator light would inform the pilot of a fuel pressure problem
which makes the use of the boost pump necessary.
Just an idea to make things a little easier on the pilot.
Val Kozak
Haven't given up on the RV-8
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| Subject: | Re: Need for start-up protection? |
Rodney Dunham wrote:
> Sam,
>
> The short 'n sweet answer to...
> "So, how do I make sure the ICOM is always off before engine start?"
> ...is. Reach over and twist the ON/OFF knob CCW until it clicks!
>
What if the on/off switch is a push button type?
> I do the "5 M's" mnoemonic on shutdown to help me remember to switch
> everything off, including the Master.
> ...Music (turn off all avionics in addition to radios if needed)
> ...Mags (quick mag check, just to let you know that the rpm's drop on
> one mag)
> ...Mixture (full lean for engine cut-off)
> ...Mags (both off)
> ...Master (off)
>
> No fancy electronic knowledge required. Just good airmanship.
And there's nothing wrong with good airmanship...however...
'Good airmanship' is so often code words for learning another lists of
mnemonics to overcome the shortfalls of a poor system design. Why
should I be forced to turn off so many systems manually before turning
off a master switch? I don't have to do that in an automobile. An
airplane engine is not that significantly different. Granted, the
certificated airplanes are stuck by Federal decree with their glorious
bobby-sock era glory, but the year is 2008, we're building and
maintaining our own systems, and we no longer have to suffer such
idiocy. The airplane should be built to accommodate the pilot, not the
other way around.
There are valid reasons to learn lists of mnemonics, mostly for
transitioning configurations from one flight regime to the next.
Shutdown shouldn't be one of them. All of my switches are in one
place. The shutdown procedure is to verify that all the switches are in
the down position. There is no point in anything more complicated.
Message 8
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| Subject: | Re: Need for start-up protection?= =?UTF-8?Q?=3F? |
=0ANice post Earnest, I totally agree. The responses to Sam's question hav
e been disappointing. =0A=0A =0A=0AI am NOT an electrical wiz. That said,
I think you are in need of a Transorb or TVS (Transient voltage Suppressor)
Sam (or maybe Eric's Snap-Jacks??). The purpose of these little guys is t
o protect devices from overvoltage conditions by clamping the voltage at so
me set point. They are placed between the device and power supply. I'm no
t good one to recommend part numbers but there are lots of possibilities at
Digi-Key.=0A=0A =0A=0AMy goal in using these in my plane was not to allow
me to leave the power switch on all the time. Rather, I wanted to avoid fr
ying some peice of equipment when the day comes that I accidentally start/s
hutdown with something on.=0A=0A =0A=0AJon=0A=0A=0A=0A-----Original Message
-----=0AFrom: "Ernest Christley" <echristley@nc.rr.com>=0ASent: Monday, Dec
ember 8, 2008 4:14pm=0ATo: aeroelectric-list@matronics.com=0ASubject: Re: A
eroElectric-List: Need for start-up protection?=0A=0A--> AeroElectric-List
message posted by: Ernest Christley =0A=0ARodney Dunham wrote:=0A> Sam,=0A>
=0A> The short 'n sweet answer to...=0A> "So, how do I make sure the ICOM i
s always off before engine start?"=0A> ...is. Reach over and twist the ON/O
FF knob CCW until it clicks!=0A>=0AWhat if the on/off switch is a push butt
on type?=0A> I do the "5 M's" mnoemonic on shutdown to help me remember to
switch =0A> everything off, including the Master.=0A> ...Music (turn off al
l avionics in addition to radios if needed)=0A> ...Mags (quick mag check, j
ust to let you know that the rpm's drop on =0A> one mag)=0A> ...Mixture (fu
ll lean for engine cut-off)=0A> ...Mags (both off)=0A> ...Master (off)=0A>
=0A> No fancy electronic knowledge required. Just good airmanship.=0AAnd th
ere's nothing wrong with good airmanship...however...=0A=0A'Good airmanship
' is so often code words for learning another lists of =0Amnemonics to over
come the shortfalls of a poor system design. Why =0Ashould I be forced to t
urn off so many systems manually before turning =0Aoff a master switch? I d
on't have to do that in an automobile. An =0Aairplane engine is not that si
gnificantly different. Granted, the =0Acertificated airplanes are stuck by
Federal decree with their glorious =0Abobby-sock era glory, but the year is
2008, we're building and =0Amaintaining our own systems, and we no longer
have to suffer such =0Aidiocy. The airplane should be built to accommodate
the pilot, not the =0Aother way around.=0A=0AThere are valid reasons to lea
rn lists of mnemonics, mostly for =0Atransitioning configurations from one
flight regime to the next. =0AShutdown shouldn't be one of them. All of my
switches are in one =0Aplace. The shutdown procedure is to verify that all
the switches are in =0Athe down position. There is no point in anything mor
e complicated.=0A
Message 9
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| Subject: | Re: Need for start-up protection? |
Hi Sam,
I have the IC-A200 (not TSO version) and 90% of time it is turned on when I crank
the engine. I have the 40A alt and the regulator from B&C. After hundreds
of starts, I have not found any problems. I don't remember the fuse size but
it is sized for wire protection. Earl
You wrote:
I know this has been discussed before, but it's hitting a little closer to home,
and I thought I'd bring it up again.
While installing my new ICOM IC-A210 com radio I found this little warning block
in the pilot's instruction manual:
"CAUTION: DO NOT turn the power ON until the aircraft engines have been started.
It is very important for protection of the power supply circuit."
(On the other hand, my Dynon D180 installation manual states several times that
it is okay to have the unit on when starting).
For other matters of confusion, the ICOM Pilot's manual says "NEVER connect to
a power source that is fused at more than 5A". But the installation instructions
say to use 18AWG wire with a 10 A circuit breaker. The specifications listed
on the web site says it uses up to 5A during transmitting.
So, how do I make sure the ICOM is always off before engine start? Or should I
not bother? I have a B&C permenant magnet alternator.
Sam Hoskins
www.samhoskins.blogspot.com
Message 10
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| Subject: | Re: Need for start-up protection? |
Thanks everyone.
Yes, using checklists is good airmanship. However, I would like to make
sure that if I FORGET, there will still be no catastrophe with my radio.
The feedback seems to be mixed that if even we forget, the radio will be
able to handle it.
As an aside, I do training and consulting in Mistake-Proofing (cheap plug:
www.mistakeproofing.net), also known in Japanese as Poka-Yoke.
The idea behind Mistake-Proofing is simply; even if someone forgets to do
something, no damage occurs. Dynon has done that.
I'll just have to do my best "remembering".
Sam
On Mon, Dec 8, 2008 at 12:11 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 09:22 AM 12/8/2008, you wrote:
>
> I know this has been discussed before, but it's hitting a little closer to
> home, and I thought I'd bring it up again.
>
> While installing my new ICOM IC-A210 com radio
> <http://icomamerica.com/en/products/avionics/panelmount/a210/default.aspx>I
> found this little warning block in the pilot's instruction manual:
> "CAUTION: DO NOT turn the power ON until the aircraft engines have been
> started. It is very important for protection of the power supply circuit."
>
>
> I've heard that this radio is at risk for damage to any
> voltages over 16v during an OV condition. There are no
> "spikes" that exceed this value during cranking but if
> the radio was not blessed with design goals conforming
> to DO160 recommendations, perhaps they're admitting
> to a vulnerability that most suppliers to the industry
> choose to live with.
>
>
> (On the other hand, my Dynon D180 installation manual states several times
> that it is okay to have the unit on when starting).
>
>
> Yup, they probably did due diligence under the recommendations
> for DO160 compliance.
>
>
> For other matters of confusion, the ICOM Pilot's manual says "NEVER connect
> to a power source that is fused at more than 5A". But the installation
> instructions say to use 18AWG wire with a 10 A circuit breaker. The
> specifications listed on the web site says it uses up to 5A during
> transmitting.
>
>
> The 5A breaker would be fine. Your transmissions are so
> short and the receive power so low that you're not likely
> to trip a 5A breaker.
>
>
> So, how do I make sure the ICOM is always off before engine start? Or
> should I not bother? I have a B&C permenant magnet alternator.
>
>
> Turn it off/on as part of your post/pre-flight checklist.
>
> Bob . . .
>
> ----------------------------------------)
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ----------------------------------------
>
>
> *
>
>
Message 11
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| Subject: | Re: Need for start-up protection? |
Thanks everyone.
Yes, using checklists is good airmanship. However, I would like to make
sure that if I FORGET, there will still be no catastrophe with my radio.
The feedback seems to be mixed that if even we forget, the radio will be
able to handle it.
As an aside, I do training and consulting in Mistake-Proofing (cheap plug:
www.mistakeproofing.net), also known in Japanese as Poka-Yoke.
The idea behind Mistake-Proofing is simply; even if someone forgets to do
something, no damage occurs. Dynon has done that.
I'll just have to do my best "remembering".
Sam
On Mon, Dec 8, 2008 at 12:11 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 09:22 AM 12/8/2008, you wrote:
>
> I know this has been discussed before, but it's hitting a little closer to
> home, and I thought I'd bring it up again.
>
> While installing my new ICOM IC-A210 com radio
> <http://icomamerica.com/en/products/avionics/panelmount/a210/default.aspx>I
> found this little warning block in the pilot's instruction manual:
> "CAUTION: DO NOT turn the power ON until the aircraft engines have been
> started. It is very important for protection of the power supply circuit."
>
>
> I've heard that this radio is at risk for damage to any
> voltages over 16v during an OV condition. There are no
> "spikes" that exceed this value during cranking but if
> the radio was not blessed with design goals conforming
> to DO160 recommendations, perhaps they're admitting
> to a vulnerability that most suppliers to the industry
> choose to live with.
>
>
> (On the other hand, my Dynon D180 installation manual states several times
> that it is okay to have the unit on when starting).
>
>
> Yup, they probably did due diligence under the recommendations
> for DO160 compliance.
>
>
> For other matters of confusion, the ICOM Pilot's manual says "NEVER connect
> to a power source that is fused at more than 5A". But the installation
> instructions say to use 18AWG wire with a 10 A circuit breaker. The
> specifications listed on the web site says it uses up to 5A during
> transmitting.
>
>
> The 5A breaker would be fine. Your transmissions are so
> short and the receive power so low that you're not likely
> to trip a 5A breaker.
>
>
> So, how do I make sure the ICOM is always off before engine start? Or
> should I not bother? I have a B&C permenant magnet alternator.
>
>
> Turn it off/on as part of your post/pre-flight checklist.
>
> Bob . . .
>
> ----------------------------------------)
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ----------------------------------------
>
>
> *
>
>
Message 12
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| Subject: | Re: Need for start-up protection? |
At 04:31 PM 12/8/2008, you wrote:
>Nice post Earnest, I totally agree. The responses to Sam's question
>have been disappointing.
>
>I am NOT an electrical wiz. That said, I think you are in need of a
>Transorb or TVS (Transient voltage Suppressor) Sam (or maybe Eric's
>Snap-Jacks??). The purpose of these little guys is to protect
>devices from overvoltage conditions by clamping the voltage at some
>set point. They are placed between the device and power
>supply. I'm not good one to recommend part numbers but there are
>lots of possibilities at Digi-Key.
>
>My goal in using these in my plane was not to allow me to leave the
>power switch on all the time. Rather, I wanted to avoid frying some
>peice of equipment when the day comes that I accidentally
>start/shutdown with something on.
>
>Jon
At various times over 40+ years of hammering on
airplanes (and cars!) I've watched for start-up
anomalies with sufficiently sophisticated equipment
to capture and identify such gremlins. I've never
seen a start-up spike and I've looked at systems
running the gamut from C-150 to big Lears and
Beechjets.
Equipment qualified under DO-160 guidelines can
stand 20 volts for 1 second, 40 volts for 100
mS. THESE conditions are possible during alternator
load-dump without a battery on line. A combination
of conditions that is exceedingly unlikely to
occur in an airplane conforming to architectures
found in legacy design goals (Like the z-figures
and 99% of all TC aircraft flying).
It is not difficult to design products that comply
with DO-160 guidelines. In 40+ years of supplying
products to all manner of military and civil aircraft
I've never had to ask a customer to "shut me off"
for the purpose of start-up protection. Nowadays, the
whole idea of spikes moves forward on fear of the
unknown, unseen and un-demonstrated.
Don't loose any sleep over it . . . save your money
for more useful investments in system performance.
"Spike" suppression isn't one of them.
Bob . . .
Message 13
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| Subject: | Re: Food For Thought |
At 02:38 PM 12/8/2008, you wrote:
>This looked like a good idea to consider for the Z-diagram library,
>or at least kick around here...
>
>-Bill B
>
>---------- Forwarded message ----------
>From: Valentine Kozak <<mailto:hangar_p1@yahoo.com>hangar_p1@yahoo.com>
>Date: Mon, Dec 8, 2008 at 2:53 PM
>Subject: [OhioValleyRVators] Food For Thought
>To:
><mailto:OhioValleyRVators@yahoogroups.com>OhioValleyRVators@yahoogroups.com
>
>
>I heard of a recent incident where an RV made an off airport landing
>due to a failure of an engine driven fuel pump. Maybe someone was
>just "joking" around but consider the following.
>
>If the boost pump was wired so that whenever the fuel pressure
>dropped below a preset value (around 15-20 psi for fuel injected
>engines) the pump would run without intervention of the pilot.
<snip>
>Just an idea to make things a little easier on the pilot.
>
>Val Kozak
What you've hypothesized has been done. Other airplanes
I've flow call for the boost pump to be ON for takeoff
and approach to landing. The times I've allowed a tank
to run dry en route, the boost pump switch was turned on
before the tank was switched.
If this guy lost power and had enough altitude to
effect a choice of landings, he certainly had enough
time to get a fuel pump turned on. This is a case where
adherence to abnormal ops check lists is a pretty
inexpensive alternative to power-off, off-field
landings.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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