Today's Message Index:
----------------------
1. 06:44 AM - Re: Facet Pump (Kirby Dennis Contr ASC/TM)
2. 07:14 AM - Re: Facet Pump (Wood, John T.)
3. 11:09 AM - Re: Re: Facet Pump (Christopher Armstrong)
4. 11:10 AM - Re: Facet Pump (Christopher Armstrong)
5. 11:20 AM - Re: Re: Facet Pump (Robert Laird)
6. 11:45 AM - Re: Re: Facet Pump (Bill Futrell)
7. 12:20 PM - Re: Re: Facet Pump (John Hauck)
8. 12:24 PM - Re: Re: Facet Pump (John Hauck)
9. 01:24 PM - Re: Re: Facet Pump (Robert Laird)
10. 02:05 PM - [ Larry Cottrell ] : New Email List Photo Share Available! (Email List Photo Shares)
11. 02:08 PM - [ Larry Bourne ] : New Email List Photo Share Available! (Email List Photo Shares)
12. 02:09 PM - Facet ()
13. 02:11 PM - [ Richard Pike ] : New Email List Photo Share Available! (Email List Photo Shares)
14. 02:13 PM - [ Larry Bourne ] : New Email List Photo Share Available! (Email List Photo Shares)
15. 02:22 PM - [ Larry Bourne ] : New Email List Photo Share Available! (Email List Photo Shares)
16. 02:23 PM - [ Larry Bourne ] : New Email List Photo Share Available! (Email List Photo Shares)
17. 02:40 PM - Re: Re: Facet Pump (John Hauck)
18. 02:52 PM - Re: Re: Facet Pump (John Hauck)
19. 03:07 PM - Re: Facet ()
20. 04:03 PM - Re: Facet Pump (Jim and Phyllis Hefner)
21. 04:18 PM - Re: Ivo prop repair (woody)
22. 04:24 PM - Re: [ Larry Bourne ] : New Email List Photo Share (CaptainRon)
23. 04:46 PM - Hinges (CaptainRon)
24. 06:09 PM - Re: Hinges (Christopher Armstrong)
25. 06:42 PM - Re: [ Larry Bourne ] : New Email List Photo Share Available! (Larry Bourne)
26. 09:02 PM - Re: Re: Facet Pump (SGreenpg@aol.com)
27. 09:11 PM - Re: Re: Facet Pump (Robert Laird)
28. 09:42 PM - Re: Hinges (Don Gherardini)
29. 09:44 PM - Re: Hinges (Don Gherardini)
Message 1
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--> Kolb-List message posted by: Kirby Dennis Contr ASC/TM <Dennis.Kirby@kirtland.af.mil>
<< If anyone else on thelisthas experienced what I described during warm-up
after installing a parallel electric pump loopand figured out what the cause
was and implemented a fix, please let me know.... gives me an uneasy feeling
when I go out there for the first take-off... Jim Hefner, Tucson, AZ >>
Jim, and other Facet users -
The Facet pump is designed to allow fuel to continue flowing thru it when it
is turned off or failed. This allows you to install the Facet in SERIES
with your other fuel pump, rather than in parallel. And this makes plumbing
the fuel system lines simpler - fewer loops and tees to potentially trap air
pockets.
Dennis Kirby
Mark-3, Verner-powered in
New Mexico
Message 2
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--> Kolb-List message posted by: "Wood, John T." <woodjt@spawar.navy.mil>
Hi Jim,
Good to hear from you. That was my yellow firestar at Copperstate. I thought
this years Copperstate was the best I have attended. I met a lot of great
folks and ran in to a few of the regulars. My whole thing with the facet
pump was simply to build redundancy in my system. Before I can actually test
any of the implementation suggestions however, I have to get a prop for my
plane. I was checking the prop and found the bolt hole had gotten oversized.
It is at IVO right now being checked out. I built a new fiberglass fuel tank
which can hold 16 gallons. If you remember, I had three fuel tanks. I wanted
to simplify the process. I needed the three tanks because the distance
between Copperstate and Yuma put me on the edge of legal fuel requirements.
Fortunately there was a tail wind in both directions and I probably could
have made the jump without the extra tank. Now I have enough fuel in a
single tank to get me between fuel stops with out worry. This got me to
looking at the whole fuel system design and see if there was a way to build
some redundancy into the system as well.
All the things you mention on trying to prime my system, I am experiencing.
They are all good suggestions and I appreciate the responses that I have
received regarding the subject. Primer bulb, no primer bulb, facet pump
above, below and some where in between, feed from the top and feed from the
bottom. In your case you have your facet pump in parallel with the pulse
pump. on a single carb systems that may be feasible. On a dual carb system
the mechanics of setting it up is beyond me. I haven't decided yet whether
to leave the primer bulb in or not. The shut off valve suggestion for the
fuel line sounds like a good idea for both safety and functionality. Your
mentioning that the fuel drains back into the tank over time, I have
observed and using a shutoff valve my help to keep the system primed during
non use.
When I finally get an opportunity to check out my fuel system, I will let
you know what works for my system.
-----Original Message-----
From: Jim and Phyllis Hefner [mailto:hefners_tucson@hotmail.com]
Subject: RE: Kolb-List: Facet Pump
--> Kolb-List message posted by: "Jim and Phyllis Hefner"
<hefners_tucson@hotmail.com>
Hi John, I think I met you at Copperstate in Oct. I assumeyou live in San
Diego and owna yellow Firestar ? I own the yellow/green trimmed Firefly. We
chatted a few times at CuState. Interestingly enough, I recently completed
doing the same thing onmy FF. I bought the 2.5-4.5 PSI Facet pump and
installed it in parallel with my pulse pump. My pump is mounted about 1/2
way down the level of my tank and I draw off the top of the tank. I put a
fuel shut-off valve right after where I tee'd the line off to the new pump,
which I close after I fly to prevent syphoning of fuel and air in the elec
pump circuit, like I get in the pulse pump part of the circuit.Do you get
air in the lines ofyour pulse pump circuit like I doafter a few days of
downtime? If so, you will need to get that air out and the Facet won't
helpdo thatand I'm not sure the pulse pump can self prime if there is enough
air in the loop - onlya primer bulb can help that. Once the Facet loop
primes the carb, the floats ar!
e full and you won't be able to get the air out of the pulse pump loop, even
with a primer bulb... I found that out the hard way. You might want to try
putting ashut-off valvein the pulse pump loop (assume you have no primer
bulb and bypass loop with the new setup)to keep it from draining back to the
tank, creating air in that part of theloop - the opposite of what I do, not
having a battery to run the Facet with until the plane is running. With the
shut-off valve open, I use the primer bulb a squeeze or two to make sure the
facet loop is primed up to the T before the carb, then I close the shut-off
valve, isolating the facet loop and then hit the primer bulb 4-5 times to
get the air out of thepulse pumploop and fill the carb bowl and close the
float valve.Once I start the engine, I flip on the facetswitch so they are
both operating in parallel during flight.
I havehad acouple cases of engine running fine on start-up, good warming up,
I get in, strap in and get ready to taxi, only to have the engine sputter
and die when I try to give it throttle, which it never did before adding the
new pump loop.It usually restarts without problem anddoesn'thesitates again.
I suspect some air is still somewhere in one of the loops and ends up in the
carb after a little run time, causing it to die. Just a choke restarts it
and no repriming is needed, soI'm not real sure what is going on yet, so I
have been doing some extra warm-upto see if it isgonna sputter. I pulled the
pulse line off the pulse pump to make sure the Facet had enough pressure to
run the 447 with no pulse pump operating. Ran it at 3000 rpm5+ minutes to
make sure it wasn't running on fuel in the bowl and everything was fine. I
then flipped the Facet switch off and in about a minute, the engine died.
I've made 2 100+ mile flights in the past 3 wks (140miles last Sat) and
everything!
was fine with the setup once warmed-up. The lowest pressure pump works fine
on the 447. Think you have a dual carb 503 if I remember right, but that
pressure should work for dual carbs as well.
Good luck getting the priming problem fixed. Hope to see you again at
Copperstate next year.
If anyone else on thelisthas experienced what I described during warm-up
after installing a parallel electric pump loopand figured out what the cause
was and implemented a fix, please let me know.... gives me an uneasy feeling
when I go out there for the first take-off...Once the rpm's are up, there is
not hesitation... just hesitates to respond to throttle from idle and then
dies, which it never used to do.
Jim Hefner
FF022, Tucson, AZ
From: "Wood, John T." <WOODJT@SPAWAR.NAVY.MIL>
Subject: RE: Kolb-List: Facet Pump
-- Kolb-List message posted by: "Wood, John T." <WOODJT@SPAWAR.NAVY.MIL>
Thanks for the responses to my Facet problem. I have tried the pump both
above and below the tank and it still did not work. That is what prompted me
to seek advise from the experts. Based on your responses it seems that I
might have a bad pump. I purchaed the lowest pressure pump. Maybe I need
more pressure to overcome the air in the lines?
John Wood
Firestar N670JW
Message 3
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--> Kolb-List message posted by: "Christopher Armstrong" <cen33475@CenturyTel.net>
The Facet pump is designed to allow fuel to continue flowing thru it when it
is turned off or failed. This allows you to install the Facet in SERIES
with your other fuel pump, rather than in parallel. And this makes plumbing
the fuel system lines simpler - fewer loops and tees to potentially trap air
pockets.
Unfortunately the pulse pump we use is not really designed for use inline
and its failure modes (though quite rare if you tune them up every year)
allow fuel underpressure into the pulse line and into the crank case of the
engine making the engine so rich it would probably quit. I am probably
going to plumb mine in series anyway as it seams like the best overall
solution since the failure rate of the pulse pumps when tuned up each year
is very low... but, it an't perfect. With parallel i you have the
possibility of check valves failing.
Topher
Message 4
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--> Kolb-List message posted by: "Christopher Armstrong" <cen33475@CenturyTel.net>
The facet instructions say to mount it with the outlet pointed upwards at a
45 degree angle. not sure if your doing that already, or if it really
matters much but that is called for in the instructions.
Message 5
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
At 13:09 08/01/2003 -0600, you wrote:
>--> Kolb-List message posted by: "Christopher Armstrong"
><cen33475@CenturyTel.net>
>
>The Facet pump is designed to allow fuel to continue flowing thru it when it
>is turned off or failed. This allows you to install the Facet in SERIES
>with your other fuel pump, rather than in parallel. And this makes plumbing
>the fuel system lines simpler - fewer loops and tees to potentially trap air
>pockets.
Luckily, I have a fuel flow meter on my ultralight, and I had a Facet in
series with my pulse pump... I started noticing a dramatic drop in flow to
my carburetors a day not too long ago. To make a long story short: I
played with it enough to figure out that the feature, "allow fuel to
continue flowing through it when it is turned offor failed", had failed,
and the pump had become a restriction.
I bypassed the pump to see if that would solve the problem, and it did.
So, I can guarantee to you that putting it in series IS a point of
failure... I usually believe that simpler is better, but no longer in this
case: plumb it in parallel.
-- Robert
Message 6
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--> Kolb-List message posted by: "Bill Futrell" <Bill-Jo@prodigy.net>
I have my pump in series and I fly with it of most of the time and I have
not had a problem. I turn the pump on to prime and to get fuel to the carbs.
and for T/O and ldg but most of the time it is off at cruse.
Do Not Archive Bill Futrell
----- Original Message -----
From: Robert Laird <rlaird@cavediver.com>
Subject: RE: Kolb-List: Re: Facet Pump
> --> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
>
> At 13:09 08/01/2003 -0600, you wrote:
> >--> Kolb-List message posted by: "Christopher Armstrong"
> ><cen33475@CenturyTel.net>
> >
> >The Facet pump is designed to allow fuel to continue flowing thru it when
it
> >is turned off or failed. This allows you to install the Facet in SERIES
> >with your other fuel pump, rather than in parallel. And this makes
plumbing
> >the fuel system lines simpler - fewer loops and tees to potentially trap
air
> >pockets.
>
> Luckily, I have a fuel flow meter on my ultralight, and I had a Facet in
> series with my pulse pump... I started noticing a dramatic drop in flow
to
> my carburetors a day not too long ago. To make a long story short: I
> played with it enough to figure out that the feature, "allow fuel to
> continue flowing through it when it is turned offor failed", had failed,
> and the pump had become a restriction.
>
> I bypassed the pump to see if that would solve the problem, and it did.
>
> So, I can guarantee to you that putting it in series IS a point of
> failure... I usually believe that simpler is better, but no longer in this
> case: plumb it in parallel.
>
> -- Robert
>
>
Message 7
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> Unfortunately the pulse pump we use is not really designed for use inline
> and its failure modes (though quite rare if you tune them up every year)
> allow fuel underpressure into the pulse line and into the crank case of the
> engine making the engine so rich it would probably quit.
> Topher
Topher/Gents:
The check valves inside the Mikuni pump and the
diaphram are all one piece. Normally, a check
valve in the pump will fail before the diaphram.
I, personally, have not heard of any diaphrams
spring leaks and killing two stroke engines.
Basically, they are of a very similar design as
the engine driven pumps on your auto or on our
Rotax 912s.
I have operated my fuel system in series with
excellent results.
john h
Message 8
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> Luckily, I have a fuel flow meter on my ultralight, and I had a Facet in
> series with my pulse pump... I started noticing a dramatic drop in flow to
> my carburetors a day not too long ago.
> -- Robert
Robert/Gents:
Was the Facet still operational? Did it pump fuel
when on? Or did one of the two one way valves in
the Facet stick? How often and how long did you
operate the Facet?
john h
Message 9
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
At 14:23 08/01/2003 -0600, you wrote:
>Robert/Gents:
>
>Was the Facet still operational? Did it pump fuel
>when on? Or did one of the two one way valves in
>the Facet stick? How often and how long did you
>operate the Facet?
The Facet was the original pump (plane built in '97), and it was still
functioning when this occurred. In other words, when turned on, the Facet
still provided fuel... it was still pumping. But when off, the check valve
apparently was stuck, thus causing a restriction that impaired the flow.
I typically would only use the Facet to "pressure up" the system prior to
starting, then it would be turned off after the engine started. It was, of
course, there as an emergency backup if the mechanical pump failed.
I've replaced it with a new Facet pump, but now plumbed in parallel.
-- Robert
P.S. When this problem first manifest itself, it caused me my very first
true engine out emergency landing. I was on take-off, at about 50 feet,
when the engine quit. I was lucky that there is a 2000-foot long field
directly at the end of the turf runway -- not even a fence, just a swale,
separates it -- so I just pointed my nose down (hard!) and did a textbook
dead-stick landing. After I landed, I turned on the Facet pump (not
because I knew what the problem was at that point, but because that's my
normal mode of start up), and the engine fired right up. I taxi'd back to
the runway -- it was a bit bumpy, but not bad -- and decided I'd try it
again. (You see, I thought I had bumped the throttle off on my own!) In
all the excitement, I forgot to turn the Facet pump off. I did a normal
take-off, and was watching the flow meter when I realized that the aux.
pump (the Facet) was still on. As soon as I switched it off, I noticed the
fuel flow meter showed numbers a lot lowered that was normal. If I set up
a cruise at about 90%, it only took about 2 minutes before the restricted
flow couldn't keep up with the fuel use, and the engine started to
sputter. This is how I figured out it was a fuel flow problem. It took a
lot longer for me to narrow it down to the Facet pump.
BTW, don't get me wrong about the Facet... I love it! I just (now) think
it should be plumbed in parallel.
Message 10
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--> Kolb-List message posted by: <rowedl@highstream.net>
Here is another suggestion, this is what I am using.
Put a check valve McMaster-Carr part number 7775K11, $ 9.97 in parallel with the
Facet so if the Facet fails or is switched off, the series Mikuni impulse pump
will pull through the check valve. The cracking pressure of this valve is
1/3 psi, not much restriction there.
Denny
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
> I typically would only use the Facet to "pressure up" the system prior to
> starting, then it would be turned off after the engine started. It was, of
> course, there as an emergency backup if the mechanical pump failed.
>
> I've replaced it with a new Facet pump, but now plumbed in parallel.
>
> -- Robert
Hi Robert/Gang:
Seems I use my Facet a little differently than you
do. I use it as a primer pump to fill the carb
float bowls for startup after the airplane has
been sitting for a prolong period. However, I
leave mine own and do not turn it off until about
1,000 feet AGL, depending on where I am flying.
It is turned on again when I get below 1,000 feet
AGL. That way, if my engine driven pump should
fail on takeoff or landing, or when I am flying
close to the ground, I most likely will not lose
the engine.
If I remember correctly, and John Williamson can
correct me if I am wrong, we left both the main
and boost fuel pumps on all the time, except when
making a fuel pump check. Without a fuel pressure
gauge it is difficult to do. We pulled the
circuit breaker on the boost pump and watched for
a slight drop in pressure. With the engine
running of course. When we pushed the circuit
breaker back in, the fuel pressure should go back
to whatever normal fuel pressure was.
I would like to have a fuel pressure gauge for
checking the pumps, but don't really want to run
fuel lines up to the instrument panel. However,
there have been several times when a fuel pressure
gauge could have alerted me to an impending engine
out if I had had one installed and was cross
checking it. Looking at it that way, seems like
it would be more of a help than a safety factor
having one installed and operating.
I always have run my main and boost pumps in
series, both two and four cycle engines. I
recommend keeping it simple.
If you had had your boost pump on on takeoff, you
may not have had to experience an engine out and
forced landing.
john h
Message 18
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--> Kolb-List message posted by: John Hauck <jhauck@sw.rr.com>
Hi Gang:
I was referring to a UH-1 or AH-1G below. Got to
start proof reading this stuff:
> If I remember correctly, and John Williamson can
> correct me if I am wrong, we left both the main
> and boost fuel pumps on all the time, except when
> making a fuel pump check. Without a fuel pressure
> gauge it is difficult to do. We pulled the
> circuit breaker on the boost pump and watched for
> a slight drop in pressure. With the engine
> running of course. When we pushed the circuit
> breaker back in, the fuel pressure should go back
> to whatever normal fuel pressure was.
john h
Message 19
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--> Kolb-List message posted by: <rowedl@highstream.net>
Whoops, scratch that part number, the correct number is 7775K51, this one
has the Viton seat that holds up to fuel. The other number I gave has the
Buna rubber seat.
----- Original Message -----
From: <rowedl@highstream.net>
Subject: Kolb-List: Facet
> --> Kolb-List message posted by: <rowedl@highstream.net>
>
> Here is another suggestion, this is what I am using.
> Put a check valve McMaster-Carr part number 7775K11, $ 9.97 in parallel
with the Facet so if the Facet fails or is switched off, the series Mikuni
impulse pump will pull through the check valve. The cracking pressure of
this valve is 1/3 psi, not much restriction there.
> Denny
>
>
Message 20
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--> Kolb-List message posted by: "Jim and Phyllis Hefner" <hefners_tucson@hotmail.com>
From: Wood, John T. (woodjt@spawar.navy.mil)
--> Kolb-List message posted by: "Wood, John T." <woodjt@spawar.navy.mil>
John wrote: "My whole thing with the facet pump was simply to build
redundancy in my system."
John, that is exactly what my intention was. Pretty cheap insurance ($30)
I felt, vs picking cactus out of my ass due to a $20 pulse pump failure, and
I know they are pretty reliable if maintained. I have seen the online
debates on putting them in series vs in parallel and read Mike Stratman's
articles on this topic. Since I was doing it for redundancy vs easier
priming, I went with parallel. After looking at my mounting options, I
found a perfect spot to mount the pump on a 45o angle as the Facet
instructions called for, and then I routed the new fuel line up the angled
motor mount cage member, near the carb, where I T-spliced it in. I wasn't
worried about mounting the pump below the surface of the tank. I always
refill my tank when I'm done flying, so the fuel level is always higher than
the pump when it sits for days, plus I shut-off the fuel valve to that loop
after flying, so it never gets any air in the input side of the pump.
Since these pumps are rated for 1000's of hrs, I turn it on and leave it on
during the entire flight. I know a guy with a QuickSilver that went to the
trouble of putting a fuel pressure guage on his dash, so if he sees the
pressure drop, he will then turn on his electric pump that is mounted in
parallel with his pulse pump. I don't want to be constantly looking at a
guage and hoping to see it drop in time before my bowl runs dry, so I chose
not to go that route. With pull start that is not easy to do in a FF,
that's not a great solution. Looking at EGT's periodically is enough for
me. I like to look at the scenery more than guages.
I'll be interested to hear from you when you get yours done to see what you
end up doing that works. Your prop situation is also interesting.... will
be interesting to hear what IVO concludes.
Take care,
Jim Hefner
Tucson, AZ
FF022
Message 21
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| Subject: | Re: Ivo prop repair |
--> Kolb-List message posted by: woody <duesouth@govital.net>
At 05:02 PM 1/7/03 -0800, you wrote:
>--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
>Personally, I'm an epoxy fan for most everything, but if Ivo built the prop,
>and Ivo says "Use Polyester;" then I'd use polyester. For just a bit of it,
>try taking your prop to a body shop. Bondo is polyester, and it can be
>colored to match. Lar.
Lots of filler in bondo. That may reduce the strength. It is hard to
find small quantities of polyester resin so epoxy in the tubes may be the
best way and is recommended by warp.
Message 22
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| Subject: | Re: [ Larry Bourne ] : New Email List Photo Share |
Available!
--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
1/8/03 15:08Email List Photo Shares
> --> Kolb-List message posted by: Email List Photo Shares
> <pictures@matronics.com>
>
>
> A new Email List Photo Share is available:
>
> Poster: Larry Bourne <biglar@gogittum.com>
>
> Lists: Kolb-List,Ultralight-List
>
> Subject: Vamoose' Re-Drive
>
> http://www.matronics.com/photoshare/biglar@gogittum.com.01.08.2003/index.html
>
>===========================
Hey lar this is what I get when i click on your link..
******The requested URL
/photoshare/biglar@gogittum.com.01.08.2003/index.html was not found on this
server.
Apache/1.3.22 Server at www.matronics.com Port 80*******
Message 23
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--> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
I am about to finish the flapron hinge installation. However the plans do
not call for hinges to be installed at the root of the flapron. As I have
not looked any further than what i am doing in the plans, I am wondering if
there is additional bracing on the Flapron Torque tube/spar. My question is
what keeps it from warping or bending when the pilot dials in ailron
deflection? Has anyone placed hinges at the root od the torque tube/spar?
Thanx
Message 24
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--> Kolb-List message posted by: "Christopher Armstrong" <cen33475@CenturyTel.net>
the wing root rib has a hole in it that a bolt welded to the flapperon horn
goes through, forming the root hinge. you do not need an additional hing
there.
Message 25
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| Subject: | Re: [ Larry Bourne ] : New Email List Photo Share Available! |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Looks like something boo-boo-ed on the 1st try. I only sent 2, and they
came thru fine on the 2nd try. Lar. Do not
Archive.
Larry Bourne
Palm Springs, CA
Kolb Mk III - Vamoose
www.gogittum.com
----- Original Message -----
From: "CaptainRon" <CaptainRon@theriver.com>
Subject: Re: Kolb-List: [ Larry Bourne ] : New Email List Photo Share
Available!
> --> Kolb-List message posted by: CaptainRon <CaptainRon@theriver.com>
>
> 1/8/03 15:08Email List Photo Shares
>
> > --> Kolb-List message posted by: Email List Photo Shares
> > <pictures@matronics.com>
> >
> >
> > A new Email List Photo Share is available:
> >
> > Poster: Larry Bourne <biglar@gogittum.com>
> >
> > Lists: Kolb-List,Ultralight-List
> >
> > Subject: Vamoose' Re-Drive
> >
> >
http://www.matronics.com/photoshare/biglar@gogittum.com.01.08.2003/index.htm
l
> >
> >===========================
>
>
> Hey lar this is what I get when i click on your link..
>
>
> ******The requested URL
> /photoshare/biglar@gogittum.com.01.08.2003/index.html was not found on
this
> server.
>
> Apache/1.3.22 Server at www.matronics.com Port 80*******
>
>
Message 26
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--> Kolb-List message posted by: SGreenpg@aol.com
In a message dated 1/8/03 4:25:39 PM Eastern Standard Time,
rlaird@cavediver.com writes:
> This is how I figured out it was a fuel flow problem. It took a
> lot longer for me to narrow it down to the Facet pump.
>
> BTW, don't get me wrong about the Facet... I love it! I just (now) think
> it should be plumbed in parallel.
Robert,
Was this on a hot day? And is your pulse pump much higher (vertically) than
your electric?
Steven G.
Message 27
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--> Kolb-List message posted by: Robert Laird <rlaird@cavediver.com>
At 10:20 PM 1/8/2003, you wrote:
>--> Kolb-List message posted by: SGreenpg@aol.com
>
>In a message dated 1/8/03 4:25:39 PM Eastern Standard Time,
>rlaird@cavediver.com writes:
>
> > This is how I figured out it was a fuel flow problem. It took a
> > lot longer for me to narrow it down to the Facet pump.
> >
> > BTW, don't get me wrong about the Facet... I love it! I just (now) think
> > it should be plumbed in parallel.
>
>Robert,
>Was this on a hot day? And is your pulse pump much higher (vertically) than
>your electric?
Steven --
No, it was a cool day, probably low 60's (well, that's cool for
Houston!). And yes my pulse pump is higher, but only by an inch or two.
The restriction it was causing was consistent and repeatable over a 2 week
period.
-- Robert
Message 28
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Ya Captian Ron, thats how my fireFly is. The root rib is made of Chromemoly
and it has a tab on the trailing edge with a 5/16th hole in it. The Aileron
horn that slips into the leading edge tube of the Flaperon has a bolt that
fit into this hole. The Manual mentions that no nut is needed on this bolt,
as the P-hinges capture lateral movement of the Flaperon. Im not real
familiar with a Ultrastar, but I have seen pics of your landing on the
so-called Stork, and I really like them alot. Any chances of drawings/prints
existing of that gear?
Don Gherardini
http://www.geocities.com/dagger369th/my_firefly.htm
FireFly 098
Message 29
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--> Kolb-List message posted by: "Don Gherardini" <donghe@one-eleven.net>
Captain, I Just checked my web site, and on page 3, you can view this
trailing edge tab on the root rib
http://www.geocities.com/dagger369th/my_firefly.htm
Don Gherardini
FireFly 098
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