Today's Message Index:
----------------------
1. 02:46 AM - Re: Re: Fuel pump use (Michael Kraus)
2. 06:21 AM - Re: Fuel pump use (Pascal)
3. 06:33 AM - Re: Fuel pump use (Kelly McMullen)
4. 06:44 AM - Re: Fuel pump use (Jesse Saint)
5. 09:34 AM - Re: Fuel pump use (Bruce Johnson)
6. 10:01 AM - Re: Fuel pump use (Dave Saylor)
7. 10:20 AM - Newly Overhauled MT prop for sale (brunk)
8. 10:28 AM - Re: Newly Overhauled MT prop for sale (Ralph E. Capen)
9. 10:42 AM - Re: Fuel pump use (Steve Farner)
10. 10:58 AM - Re: Fuel pump use (Dave Saylor)
11. 11:00 AM - Re: Fuel pump use (Bob Turner)
12. 11:19 AM - Re: Fuel pump use (Bill Watson)
13. 11:20 AM - Re: Fuel pump use (Rob Kochman)
14. 11:30 AM - Re: Newly Overhauled MT prop for sale (brunk)
15. 12:20 PM - Fw: Newly Overhauled MT prop for sale (Robert Brunkenhoefer)
16. 12:22 PM - Re: Fuel pump use (Kelly McMullen)
17. 12:48 PM - Re: Fuel pump use (Bob-TCW)
18. 12:55 PM - Re: Fuel pump use (Bruce Johnson)
19. 12:55 PM - Re: Fw: Newly Overhauled MT prop for sale (Bob Turner)
20. 01:39 PM - Re: Fw: Newly Overhauled MT prop for sale (Ralph E. Capen)
21. 02:11 PM - Re: Fw: Newly Overhauled MT prop for sale (Ed Kranz)
22. 02:28 PM - Re: Fw: Newly Overhauled MT prop for sale (Bob Turner)
23. 02:38 PM - Re: Re: Fw: Newly Overhauled MT prop for sale (Robert Brunkenhoefer)
24. 04:32 PM - Re: Fuel pump use (Rob Kochman)
25. 04:40 PM - Re: Re: Fw: Newly Overhauled MT prop for sale (Kelly McMullen)
26. 04:48 PM - Re: MT Prop(s) (Kellym)
27. 04:50 PM - Re: Re: Fw: Newly Overhauled MT prop for sale (Robin Marks)
28. 04:52 PM - Re: Fuel pump use (Kelly McMullen)
29. 05:16 PM - Re: Fuel pump use (Bob Turner)
30. 05:22 PM - Re: Fw: Newly Overhauled MT prop for sale (Bob Turner)
31. 05:23 PM - Re: Fuel pump use (Bob Turner)
32. 06:40 PM - Re: Fuel pump use (Bob-TCW)
33. 08:17 PM - Re: Fuel pump use (Rob Kochman)
Message 1
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| Subject: | Re: Fuel pump use |
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@alum.rpi.edu> wrote:
>
> 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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| Subject: | Re: Fuel pump use |
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.
-----Original Message-----
From: Leeverett
Sent: Monday, January 07, 2013 9:12 PM
Subject: RV10-List: Fuel pump use
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
Message 3
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| Subject: | Re: Fuel pump use |
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.
>
> -----Original Message----- From: Leeverett
> Sent: Monday, January 07, 2013 9:12 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Fuel pump use
>
>
> 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
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 4
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| Subject: | Re: Fuel pump use |
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@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Jan 8, 2013, at 9:31 AM, Kelly McMullen <kellym@aviating.com> wrote:
>
> 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.
>>
>> -----Original Message----- From: Leeverett
>> Sent: Monday, January 07, 2013 9:12 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: Fuel pump use
>>
>>
>> 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
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
>
>
Message 5
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| Subject: | Re: Fuel pump use |
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 th
at way. I recently took a guy up and he said on low wing tanks its better t
o use it on take off and landings????? On my 210 I only used it for start u
p 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 ti
me. So I guess it will be your-preference-which way you go.=0A=0A=0A___
_____________________________=0A From: Leeverett <Leeverett@msn.com>=0ATo:
rv10-list@matronics.com =0ASent: Monday, January 7, 2013 10:12 PM=0ASubject
t" <Leeverett@msn.com>=0A=0AI have finished my 10 except for paint and am r
eady for first flight. I=0Afinished transition training last weekend with P
ierrie Smith. It was a great =0Aexperience and I recommend him to anyone lo
oking for a CFI. I noted we =0Aonly used the electric fuel pump on engine s
tart and not on takeoff,=0Alanding or fuel tank change. Is this everyone's
practice or do other folks=0Ahave different ideas. Thank. Leon=0A=0A=0A=0A
=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.
==
Message 6
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| 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 CL
On Tue, Jan 8, 2013 at 9:31 AM, Bruce Johnson <bruce1hwjohnson@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@msn.com>
> *To:* rv10-list@matronics.com
> *Sent:* Monday, January 7, 2013 10:12 PM
> *Subject:* RV10-List: Fuel pump use
>
>
> 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
>
>
> *
>
> *
>
>
Message 7
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| Subject: | Newly Overhauled MT prop for sale |
I recently replaced my 3 Blade MT prop on my RV10 with a metal prop. I had the
MT prop overhauled at the factory shop in Deland,Florida. It is a complete overhaul
to new specs. It is in the shipping crate ready to go. I have all the paper
work including the prop logbook entry showing the overhaul done. I am offering
it for sale at $8000 including backing plate and nose bowl ready to go on
your IO540 engine. You can reach me at 361 533 2383.I am located at KCRP.[/b]
--------
Robert E. Brunkenhoefer
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391813#391813
Message 8
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| Subject: | Re: Newly Overhauled MT prop for sale |
Robert,
Are you willing to provide some explanation as to the reasoning behind the change?
I have an MT on my 6A (IO360B1F6) - just want to make sure something isn't lurking
out there for my future.
Thanks,
Ralph
-----Original Message-----
>From: brunk <robertbrunk@mac.com>
>Sent: Jan 8, 2013 1:19 PM
>To: rv10-list@matronics.com
>Subject: RV10-List: Newly Overhauled MT prop for sale
>
>
>I recently replaced my 3 Blade MT prop on my RV10 with a metal prop. I had the
MT prop overhauled at the factory shop in Deland,Florida. It is a complete overhaul
to new specs. It is in the shipping crate ready to go. I have all the paper
work including the prop logbook entry showing the overhaul done. I am offering
it for sale at $8000 including backing plate and nose bowl ready to go on
your IO540 engine. You can reach me at 361 533 2383.I am located at KCRP.[/b]
>
>--------
>Robert E. Brunkenhoefer
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=391813#391813
>
>
Message 9
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PT09PT09PT09PT09PT09PT0NCg0KDQo
Message 10
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|
| Subject: | Re: Fuel pump use |
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@bellevue.edu>wr
ote:
> 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@matronics.com [mailto:
> owner-rv10-list-server@matronics.com] *On Behalf Of *Dave Saylor
> *Sent:* Tuesday, January 08, 2013 12:01 PM
> *To:* rv10-list@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 fue
l
> 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 o
f
> 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 hav
e
> 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@yahoo.com>
> wrote:****
>
> Good question Leon, I have got 85 hrs and have only used the electric pum
p
> 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 bett
er
> to use it on take off and landings????? On my 210 I only used it for star
t
> 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 a
ll
> the time. So I guess it will be your preference which way you go.****
>
> ** **
> ------------------------------
>
> *From:* Leeverett <Leeverett@msn.com>
> *To:* rv10-list@matronics.com
> *Sent:* Monday, January 7, 2013 10:12 PM
> *Subject:* RV10-List: Fuel pump use****
>
>
>
> 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 folk
s
> have different ideas. Thank. Leon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=391785#391785
>
>
> ****
>
> * *
>
> * *
>
> *get="_blank">http://www.matronics.com/Navigator?RV10-List*
>
> *tp://forums.matronics.com*
>
> *_blank">http://www.matronics.com/contribution*
>
> * *
>
> ** **
>
> * *
>
> * *
>
============*
>
>
============*
>
>
============*
>
>
============*
>
> * *
>
>
Message 11
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|
| 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.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391818#391818
Message 12
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|
| Subject: | Re: 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:
>
> 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
>
>
Message 13
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|
| Subject: | Re: 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@gmail.com> wrote:
> Hi Steve,
>
> Well, the Continental fuel system in a Bonanza is quite different from th
e
> 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 t
o
> 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@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). Th
e
>> 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 anyon
e knows.
>> ****
>>
>> ** **
>>
>> Steve Farner****
>>
>> ** **
>>
>> *From:* owner-rv10-list-server@matronics.com [mailto:
>> owner-rv10-list-server@matronics.com] *On Behalf Of *Dave Saylor
>> *Sent:* Tuesday, January 08, 2013 12:01 PM
>> *To:* rv10-list@matronics.com
>> *Subject:* Re: RV10-List: Fuel pump use****
>>
>> ** **
>>
>> The main concept to understand about the boost pump is that it's there i
n
>> 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 fu
el
>> 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 ha
ve
>> 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@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 whi
le
>> 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@msn.com>
>> *To:* rv10-list@matronics.com
>> *Sent:* Monday, January 7, 2013 10:12 PM
>> *Subject:* RV10-List: Fuel pump use****
>>
>>
>>
>> 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 fol
ks
>> have different ideas. Thank. Leon
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=391785#391785
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> ****
>>
>> * *
>>
>> * *
>>
>> *get="_blank">http://www.matronics.com/Navigator?RV10-List*
>>
>> *tp://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>** ============
======****=EF=BD -
>> MATRONICS WEB FORUMS -**** "_blank">http://forums.matronics.com
>> ****
>>
>> **=EF=BD - List Contribution Web Site -******
>>
>> -Matt Dralle, List Admit;
>> http://www.matronics.com/contribution**** ==========
========****
>>
>> * *
>>
>>
> *
>
===========
===========
===========
===========
> *
>
>
--
Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
Message 14
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|
| Subject: | Re: Newly Overhauled MT prop for sale |
Two of my blade edges unluckily got dinged by FOD, so I submitted an insurance
claim for repairs and got the prop overhauled while it was in the shop for repairs.
Otherwise the prop performed perfectly. Robert
--------
Robert E. Brunkenhoefer
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391822#391822
Message 15
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|
| Subject: | Newly Overhauled MT prop for sale |
I went with the metal prop so I could fly while the MT was being overhauled. When
it was returned I decided I would keep the metal prop and sell the MT. I plan
to fly to gravel runways which would not be good for my MT. Robert
Begin forwarded message:
> From: Robert Brunkenhoefer <robertbrunk@mac.com>
> Subject: Fwd: RV10-List: Newly Overhauled MT prop for sale
> Date: January 8, 2013 2:13:16 PM CST
> To: Bill Gipson <gipsowh@hotmail.com>
>
>
> Robert Brunkenhoefer
> Brunkenhoefer Law Firm, P.C.
> 606 N. Carancahua St.
> Ste 1200
> Corpus Christi, Texas 78401
> Phone: 361-888-8808
> Facsimile: 361-888-6753
> robert@brunklaw.com
>
>
>
>
> Begin forwarded message:
>
>> From: Robert Brunkenhoefer <robertbrunk@mac.com>
>> Subject: Re: RV10-List: Newly Overhauled MT prop for sale
>> Date: January 8, 2013 2:10:11 PM CST
>> To: Bill Gipson <gipsowh@hotmail.com>
>>
>> Bill, While I did not quite get book speeds on my 10 with the MT prop, The rate
of climb was dramatically better with my blended airfoil metal 2 bladed prop.
Also the rate of decelleration when I throttled back took some adjusting
to with the metal prop. I estimate a 5-7 Kt improvement in a/s with the metal
prop and a 500 FPM loss of climb . I fly out of Ruidoso. I thought I needed the
MT for a greater rate of climb, but the metal prop has plenty of climb power
at the 6800 ft airport.
>> On Jan 8, 2013, at 12:31 PM, Bill Gipson <gipsowh@hotmail.com> wrote:
>>
>>> Robert, Bill Gipson from Conroe here. I've got a MT prop on my 10 with the
LS1 engine. Disappointed with the speeds I'm getting. Can you comment on what
your performance was and did you see much difference with the metal prop?
Which metal prop did you switch to? Regards, Bill
>>>
>>> > Subject: RV10-List: Newly Overhauled MT prop for sale
>>> > From: robertbrunk@mac.com
>>> > Date: Tue, 8 Jan 2013 10:19:38 -0800
>>> > To: rv10-list@matronics.com
>>> >
>>> >
>>> > I recently replaced my 3 Blade MT prop on my RV10 with a metal prop. I had
the MT prop overhauled at the factory shop in Deland,Florida. It is a complete
overhaul to new specs. It is in the shipping crate ready to go. I have all
the paper work including the prop logbook entry showing the overhaul done. I am
offering it for sale at $8000 including backing plate and nose bowl ready to
go on your IO540 engine. You can reach me at 361 533 2383.I am located at KCRP.[/b]
>>> >
>>> > --------
>>> > Robert E. Brunkenhoefer
>>> >
>>> >
>>> >
>>> >
>>> > Read this topic online here:
>>> >
>>> > http://forums.matronics.com/viewtopic.php?p=391813#391813
>>> >
>>> >
>>> >
>>> >
>>> >
>>> >
>>> >
>>> >
>>> >
>>> >
>>
>
Message 16
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|
| Subject: | Re: 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:
> 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@bellevue.edu <mailto:steve.farner@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@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>
> [mailto:owner-rv10-list-server@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>] *On Behalf Of *Dave
> Saylor
> *Sent:* Tuesday, January 08, 2013 12:01 PM
> *To:* rv10-list@matronics.com <mailto:rv10-list@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@yahoo.com <mailto:bruce1hwjohnson@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@msn.com <mailto:Leeverett@msn.com>>
> *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> *Sent:* Monday, January 7, 2013 10:12 PM
> *Subject:* RV10-List: Fuel pump use
>
>
> <mailto:Leeverett@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">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 =================
>
> * *
>
>
> *
>
>
> *
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 17
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| Subject: | Re: Fuel pump use |
Rob. I'm curious, do you have your fuel flow transducer in the plans shown l
ocation? 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@gmail.com> wrote:
> 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 a
larm 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@gmai
l.com> wrote:
>> Hi Steve,
>>
>> Well, the Continental fuel system in a Bonanza is quite different from th
e Lyc. I don't have as much experience with Continentals (Kelly??) but I do
n't think they run without positive fuel pressure either. And, on some Conti
nentals 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 t
o respond to a failure than with any physical correlation to ambient pressur
e. 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@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 B
onanza does not require this in the checklist, and it is only used for start
ing.not sure why that is the case, but am curious if anyone knows.
>>>
>>>
>>>
>>> Steve Farner
>>>
>>>
>>>
>>> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-serve
r@matronics.com] On Behalf Of Dave Saylor
>>> Sent: Tuesday, January 08, 2013 12:01 PM
>>> To: rv10-list@matronics.com
>>> Subject: Re: RV10-List: Fuel pump use
>>>
>>>
>>>
>>> The main concept to understand about the boost pump is that it's there i
n 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 m
ight be off a few pounds, but the point is that without some kind of fuel pu
mp, 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 inje
ction.
>>>
>>>
>>>
>>> What I take away from this is that if I can't tolerate a temporary loss o
f power then I use the boost pump. So I use it on take-off and landing, or a
ny 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 discu
ssion, but in flight the pump should be on whenever you wouldn't have time t
o 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@yahoo.com
> wrote:
>>>
>>> Good question Leon, I have got 85 hrs and have only used the electric pu
mp for starting, I leave it on during cranking and it seems to start better t
hat way. I recently took a guy up and he said on low wing tanks its better t
o 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. O
n an Enstrom helicopter with gravity feed tanks they run them all the time. S
o I guess it will be your preference which way you go.
>>>
>>>
>>>
>>> From: Leeverett <Leeverett@msn.com>
>>> To: rv10-list@matronics.com
>>> Sent: Monday, January 7, 2013 10:12 PM
>>> Subject: RV10-List: Fuel pump use
>>>
>>>
>>>
>>> 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 g
reat
>>> 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 fol
ks
>>> have different ideas. Thank. Leon
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=391785#391785
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>>> tp://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/Na
vigu> ===================EF=BD
- MATRONICS WEB FORUMS - "_blank">http://forums.matronics.com
>>> =EF=BD - List Contribution Web Site -
>>> -Matt Dralle, List Admit; http://www.matronics.com
/contribution =================
>>>
>>
>>
>>
>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
>
> --
> Rob Kochman
> RV-10 Flying since March 2011
> Woodinville, WA
> http://kochman.net/N819K
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 18
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|
| Subject: | Re: Fuel pump use |
OK from now on mine is going on during take off and landing, thanks for enl
ightening me and a great question Leon.=C2-=0A=0A=0A_____________________
___________=0A From: Kelly McMullen <kellym@aviating.com>=0ATo: rv10-list@m
atronics.com =0ASent: Tuesday, January 8, 2013 1:22 PM=0ASubject: Re: RV10-
kellym@aviating.com>=0A=0AYou are correct. Every Lycoming powered fuel inje
cted aircraft I have =0Aworked on, with Bendix RSA injection called for pum
p on for takeoff and =0Alanding.=0ACessna 210 and Bonanza have Continental
injection system that is very =0Asensitive to unmetered pressure coming int
o the fuel servo. Adding boost =0Apump upsets the mixture calibration. Yes,
boost pump off in climb is =0Apilot's discretion for ability to respond if
engine falters because =0Amechanical pump failed.=0AFWIW a 210 was totaled
at my airport on New Year's eve because it =0Aappears mechanical pump fail
ed at 100 ft. With most any injected engine =0Ait takes 5-10 seconds for fi
re to relight after a fuel delivery =0Ainterruption. Fortunately they made
a open soft field about 40 degrees =0Aoff centerline and walked away uninju
red.=0AKelly=0AOn 1/8/2013 11:57 AM, Dave Saylor wrote:=0A> Hi Steve,=0A>
=0A> Well, the Continental fuel system in a Bonanza is quite different from
=0A> the Lyc.=C2- I don't have as much experience with Continentals (Kel
ly??) =0A> but I don't think they run without positive fuel pressure either
. And, =0A> on some Continentals the engine quits if you run "high boost" a
t the =0A> wrong altitude/power setting...yuck.=C2- I'd stick with what B
eech says.=0A>=0A> As far as the minimum "unboosted" altitude, it has more
to do with =0A> time to respond to a failure than with any physical correla
tion to =0A> ambient pressure.=C2- Personally, I try to keep it on below
2000 AGL.=0A>=0A> Dave Saylor=0A> 831-750-0284 CL=0A>=0A>=0A> On Tue, Jan 8
, 2013 at 10:42 AM, Steve Farner =0A> <steve.farner@bellevue.edu <mailto:st
eve.farner@bellevue.edu>> wrote:=0A>=0A>=C2- =C2- Dave- I fly a Lance
and a Bonanza, and in the Lance the pump is=0A>=C2- =C2- supposed to b
e on as you say below (500 feet and lower was how I=0A>=C2- =C2- was t
aught).=C2- The Bonanza does not require this in the checklist,=0A>=C2-
=C2- and it is only used for starting.not sure why that is the
case,=0A>=C2- =C2- but am curious if anyone knows.=0A>=0A>=C2- =C2
- Steve Farner=0A>=0A>=C2- =C2- *From:*owner-rv10-list-server@matro
nics.com=0A>=C2- =C2- <mailto:owner-rv10-list-server@matronics.com>=0A
>=C2- =C2- [mailto:owner-rv10-list-server@matronics.com=0A>=C2- =C2
- <mailto:owner-rv10-list-server@matronics.com>] *On Behalf Of *Dave=0A>
=C2- =C2- Saylor=0A>=C2- =C2- *Sent:* Tuesday, January 08, 2013 1
2:01 PM=0A>=C2- =C2- *To:* rv10-list@matronics.com <mailto:rv10-list@m
atronics.com>=0A>=C2- =C2- *Subject:* Re: RV10-List: Fuel pump use=0A>
=0A>=C2- =C2- The main concept to understand about the boost pump is t
hat it's=0A>=C2- =C2- there in case the engine-driven pump fails.=0A>
=0A>=C2- =C2- The fuel injection system on our engines won't function
(the=0A>=C2- =C2- engine won't run) without something in the neighborh
ood of 15 psi=0A>=C2- =C2- of fuel pressure.=C2- I might be off a fe
w pounds, but the point is=0A>=C2- =C2- that without some kind of fuel
pump, either engine driven or=0A>=C2- =C2- electrically driven, the e
ngine won't run.=C2- Even the head pressure=0A>=C2- =C2- from a high
-wing is insufficient to operate the fuel injection.=0A>=0A>=C2- =C2-
What I take away from this is that if I can't tolerate a temporary=0A>=C2
- =C2- loss of power then I use the boost pump.=C2- So I use it on t
ake-off=0A>=C2- =C2- and landing, or any other time I'm busy and/or cl
ose to the ground.=0A>=0A>=C2- =C2- To my way of thinking, the boost p
ump is an important piece of=0A>=C2- =C2- redundant safety equipment,
like a second mag or electrical supply.=0A>=0A>=C2- =C2- Starting is a
whole other mode of operation, and another topic for=0A>=C2- =C2- dis
cussion, but in flight the pump should be on whenever you=0A>=C2- =C2-
wouldn't have time to mess with a restart due to engine pump failure.=0A>
=0A>=C2- =C2- Fly safe!=0A>=0A>=0A>=C2- =C2- Dave Saylor=0A>=C2
- =C2- 831-750-0284 <tel:831-750-0284> CL=0A>=0A>=C2- =C2- On Tue
, Jan 8, 2013 at 9:31 AM, Bruce Johnson=0A>=C2- =C2- <bruce1hwjohnson@
yahoo.com <mailto:bruce1hwjohnson@yahoo.com>> wrote:=0A>=0A>=C2- =C2-
Good question Leon, I have got 85 hrs and have only used the=0A>=C2- =C2
- electric pump for starting, I leave it on during cranking and it=0A>
=C2- =C2- seems to start better that way. I recently took a guy up and
he=0A>=C2- =C2- said on low wing tanks its better to use it on take o
ff and=0A>=C2- =C2- landings????? On my 210 I only used it for start u
p as well and it=0A>=C2- =C2- did over fuel the system if used in addi
tion while running. On an=0A>=C2- =C2- Enstrom helicopter with gravity
feed tanks they run them all the=0A>=C2- =C2- time. So I guess it wil
l be your preference which way you go.=0A>=0A>=C2- =C2- --------------
----------------------------------------------------------=0A>=0A>=C2-
=C2- *From:*Leeverett <Leeverett@msn.com <mailto:Leeverett@msn.com>>=0A>
=C2- =C2- *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.co
m>=0A>=C2- =C2- *Sent:* Monday, January 7, 2013 10:12 PM=0A>=C2- =C2
- *Subject:* RV10-List: Fuel pump use=0A>=0A>=0A>=C2- =C2- --> RV10
-List message posted by: "Leeverett" <Leeverett@msn.com=0A>=C2- =C2- <
mailto:Leeverett@msn.com>>=0A>=0A>=C2- =C2- I have finished my 10 exce
pt for paint and am ready for first=0A>=C2- =C2- flight. I=0A>=C2-
=C2- finished transition training last weekend with Pierrie Smith. It=0A
>=C2- =C2- was a great=0A>=C2- =C2- experience and I recommend hi
m to anyone looking for a CFI. I=0A>=C2- =C2- noted we=0A>=C2- =C2
- only used the electric fuel pump on engine start and not on takeoff,
=0A>=C2- =C2- landing or fuel tank change. Is this everyone's practice
or do=0A>=C2- =C2- other folks=0A>=C2- =C2- have different ideas
. Thank. Leon=0A>=0A>=0A>=0A>=0A>=C2- =C2- Read this topic online here
:=0A>=0A>=C2- =C2- http://forums.matronics.com/viewtopic.php?p=391785
#391785=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=C2- =C2- *=C2
- *=0A>=0A>=C2- =C2- *=C2- *=0A>=0A>=C2- =C2- *get="_blank"
>http://www.matronics.com/Navigator?RV10-List*=0A>=0A>=C2- =C2- *tp://
forums.matronics.com=C2- <http://forums.matronics.com>*=0A>=0A>=C2- =C2
- *_blank">http://www.matronics.com/contribution*=0A>=0A>=C2- =C2-
*=C2- *=0A>=0A>=C2- =C2- *=C2- *=0A>=0A>=C2- =C2- *=C2- *
=0A>=0A>=C2- =C2- *===============*=0A>
=0A>=C2- =C2- =C2- - The RV10-List Email Forum -=0A>=0A>=C2- =C2
- *such as List Un/Subscription,*=0A>=0A>=C2- =C2- s.com/Navigator?
RV10-List"=0A>=C2- =C2- target="_blank">http://www.matronics.com/Nav
igu>=0A>=C2- =C2- =================
==EF=BD=C2- =C2- =C2- =C2- - MATRONICS WEB FORUMS -__=0A>=C2
- =C2- "_blank">http://forums.matronics.com=0A>=0A>=C2- =C2- =EF
=BD=C2- =C2- =C2- - List Contribution Web Site -__=0A>=0A>=C2-
=C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2
- =C2- -Matt Dralle, List Admit;=0A>=C2- =C2- http://www.matronics
.com/contribution ===================0A
>=0A>=C2- =C2- *=C2- *=0A>=0A>=0A> *=0A>=0A>=0A> *=0A=0A=0A=0A-----
=0ANo virus found in this message.=0AChecked by AVG - www.avg.com=0A=0A=0A_
-========================
==C2- =C2- =C2- =C2- =C2- =C2- =C2- - MATRONICS WEB FORUMS
==C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2- =C2-
Message 19
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| Subject: | Re: Fwd: Newly Overhauled MT prop for sale |
??? Isn't the 2 blade longer? I would have guessed the 3 blade would be better
for gravel.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391833#391833
Message 20
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| Subject: | Re: Newly Overhauled MT prop for sale |
Thanks - I have gravel right in front of my hangar on a grass strip - I pull it
out to the grass to start and I shut down in the grass. Even with the shorter
blades on the three blade....
-----Original Message-----
From: Robert Brunkenhoefer
Sent: Jan 8, 2013 3:19 PM
Subject: Fwd: RV10-List: Newly Overhauled MT prop for sale
I went with the metal prop so I could fly while the MT was being overhauled. When
it was returned I decided I would keep the metal prop and sell the MT. I plan
to fly to gravel runways which would not be good for my MT. Robert
Begin forwarded message:
From: Robert Brunkenhoefer <robertbrunk@mac.com>
Subject: Fwd: RV10-List: Newly Overhauled MT prop for sale
Robert Brunkenhoefer
Brunkenhoefer Law Firm, P.C.
606 N. Carancahua St.Ste 1200Corpus Christi, Texas 78401
Phone: 361-888-8808
Facsimile: 361-888-6753
robert@brunklaw.com
Begin forwarded message:
From: Robert Brunkenhoefer <robertbrunk@mac.com>
Subject: Re: RV10-List: Newly Overhauled MT prop for sale
Bill, While I did not quite get book speeds on my 10 with the MT prop, The rate
of climb was dramatically better with my blended airfoil metal 2 bladed prop.
Also the rate of decelleration when I throttled back took some adjusting to
with the metal prop. I estimate a 5-7 Kt improvement in a/s with the metal prop
and a 500 FPM loss of climb . I fly out of Ruidoso. I thought I needed the MT
for a greater rate of climb, but the metal prop has plenty of climb power at
the 6800 ft airport.
On Jan 8, 2013, at 12:31 PM, Bill Gipson <gipsowh@hotmail.com> wrote:
Robert, Bill Gipson from Conroe here. I've got a MT prop on my 10 with the LS1
engine. Disappointed with the speeds I'm getting. Can you comment on what your
performance was and did you see much difference with the metal prop? Which
metal prop did you switch to? Regards, Bill
> Subject: RV10-List: Newly Overhauled MT prop for sale
> From: robertbrunk@mac.com
> Date: Tue, 8 Jan 2013 10:19:38 -0800
> To: rv10-list@matronics.com
>
>
> I recently replaced my 3 Blade MT prop on my RV10 with a metal prop. I had the
MT prop overhauled at the factory shop in Deland,Florida. It is a complete overhaul
to new specs. It is in the shipping crate ready to go. I have all the
paper work including the prop logbook entry showing the overhaul done. I am offering
it for sale at $8000 including backing plate and nose bowl ready to go
on your IO540 engine. You can reach me at 361 533 2383.I am located at KCRP.[/b]
>
> --------
> Robert E. Brunkenhoefer
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=391813#391813
>
>
>
>
>
>
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronicshref="http://forums.matronics.com/">http://forums.matronics.com
&href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
> ==========
>
>
>
Message 21
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| Subject: | Re: Newly Overhauled MT prop for sale |
Robert,
Having flown both propellers on the same plane, how do you compare them?
Ed
On Tue, Jan 8, 2013 at 3:36 PM, Ralph E. Capen <recapen@earthlink.net>wrote:
>
> Thanks - I have gravel right in front of my hangar on a grass strip - I
> pull it out to the grass to start and I shut down in the grass. Even with
> the shorter blades on the three blade....
>
> -----Original Message-----
>
> From: Robert Brunkenhoefer
>
> Sent: Jan 8, 2013 3:19 PM
>
> To: Rv10 Web
>
> Subject: Fwd: RV10-List: Newly Overhauled MT prop for sale
>
>
> I went with the metal prop so I could fly while the MT was being
> overhauled. When it was returned I decided I would keep the metal prop and
> sell the MT. I plan to fly to gravel runways which would not be good for my
> MT. Robert
>
> Begin forwarded message:
> From: Robert Brunkenhoefer <robertbrunk@mac.com>
> Subject: Fwd: RV10-List: Newly Overhauled MT prop for sale
> Date: January 8, 2013 2:13:16 PM CST
> To: Bill Gipson <gipsowh@hotmail.com>
>
>
> Robert Brunkenhoefer
> Brunkenhoefer Law Firm, P.C.
> 606 N. Carancahua St.Ste 1200Corpus Christi, Texas 78401
> Phone: 361-888-8808
> Facsimile: 361-888-6753
> robert@brunklaw.com
>
>
> Begin forwarded message:
> From: Robert Brunkenhoefer <robertbrunk@mac.com>
> Subject: Re: RV10-List: Newly Overhauled MT prop for sale
> Date: January 8, 2013 2:10:11 PM CST
> To: Bill Gipson <gipsowh@hotmail.com>
>
> Bill, While I did not quite get book speeds on my 10 with the MT prop, The
> rate of climb was dramatically better with my blended airfoil metal 2
> bladed prop. Also the rate of decelleration when I throttled back took some
> adjusting to with the metal prop. I estimate a 5-7 Kt improvement in a/s
> with the metal prop and a 500 FPM loss of climb . I fly out of Ruidoso. I
> thought I needed the MT for a greater rate of climb, but the metal prop has
> plenty of climb power at the 6800 ft airport.
> On Jan 8, 2013, at 12:31 PM, Bill Gipson <gipsowh@hotmail.com> wrote:
> Robert, Bill Gipson from Conroe here. I've got a MT prop on my 10 with
> the LS1 engine. Disappointed with the speeds I'm getting. Can you comment
> on what your performance was and did you see much difference with the metal
> prop? Which metal prop did you switch to? Regards, Bill
>
> > Subject: RV10-List: Newly Overhauled MT prop for sale
> > From: robertbrunk@mac.com
> > Date: Tue, 8 Jan 2013 10:19:38 -0800
> > To: rv10-list@matronics.com
> >
> >
> > I recently replaced my 3 Blade MT prop on my RV10 with a metal prop. I
> had the MT prop overhauled at the factory shop in Deland,Florida. It is a
> complete overhaul to new specs. It is in the shipping crate ready to go. I
> have all the paper work including the prop logbook entry showing the
> overhaul done. I am offering it for sale at $8000 including backing plate
> and nose bowl ready to go on your IO540 engine. You can reach me at 361
> 533 2383.I am located at KCRP.[/b]
> >
> > --------
> > Robert E. Brunkenhoefer
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=391813#391813
> >
> >
> >
> >
> >
> >
> >
> > href="http://www.matronics.com/Navigator?RV10-List">
> http://www.matronicshref="http://forums.matronics.com/">
> http://forums.matronics.com
> &href="http://www.matronics.com/contribution">
> http://www.matronics.com/contribution
> > ==========
> >
> >
> >
>
>
Message 22
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| Subject: | Re: Fwd: Newly Overhauled MT prop for sale |
see this post for his MT vs Hartzel comparison.
http://forums.matronics.com/viewtopic.php?t-336
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391843#391843
Message 23
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| Subject: | Re: Fwd: Newly Overhauled MT prop for sale |
The 2 blade is longer but if the metal blade is damaged in some remote place an
a&p can file it out. If the metal edge on the MT is damaged it cannot be filed.
So I would be grounded.
On Jan 8, 2013, at 2:55 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> ??? Isn't the 2 blade longer? I would have guessed the 3 blade would be better
for gravel.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=391833#391833
>
>
>
>
>
>
>
>
>
>
Message 24
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|
| Subject: | Re: 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@tcwtech.com> wrote:
> 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 chan
ge
> 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@gmail.com> wrote:
>
> In addition to what's already been stated, I've found that if I don't hav
e
> my electric pump on in a high power climb, my fuel pressure drops below m
y
> 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@gmail.com> wrote:
>
>> 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??) bu
t 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@bellevue.edu
>wrote:
>>
>>> Dave- I fly a Lance and a Bonanza, and in the Lance the pump is suppose
d
>>> to be on as you say below (500 feet and lower was how I was taught). T
he
>>> 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 anyo
ne knows.
>>> ****
>>>
>>> ** **
>>>
>>> Steve Farner****
>>>
>>> ** **
>>>
>>> *From:* owner-rv10-list-server@matronics.com [mailto:
>>> owner-rv10-list-server@matronics.com] *On Behalf Of *Dave Saylor
>>> *Sent:* Tuesday, January 08, 2013 12:01 PM
>>> *To:* rv10-list@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 s
ome
>>> kind of fuel pump, either engine driven or electrically driven, the eng
ine
>>> 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 landin
g,
>>> 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 redundan
t
>>> 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 h
ave
>>> 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@yahoo.co
m>
>>> 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 wh
ile
>>> 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@msn.com>
>>> *To:* rv10-list@matronics.com
>>> *Sent:* Monday, January 7, 2013 10:12 PM
>>> *Subject:* RV10-List: Fuel pump use****
>>>
>>>
>>>
>>> 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">http://www.matronics.com/Navigator?RV10-List*
>>>
>>> *tp://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>** ============
======****=EF=BD -
>>> MATRONICS WEB FORUMS -**** "_blank">http://forums.matronics.com
>>> ****
>>>
>>> **=EF=BD - List Contribution Web Site -******
>>>
>>> -Matt Dralle, List Admit;
>>> http://www.matronics.com/contribution**** =========
=========****
>>>
>>> * *
>>>
>>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>>
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
>
>
> --
> Rob Kochman
> RV-10 Flying since March 2011
> Woodinville, WA
> http://kochman.net/N819K
>
> *
>
> ========================
> ://www.matronics.com/Navigator?RV10-List
> ========================
===========cs.com
> ========================
===========matronics.com/contribution
> ========================
> *
>
> *
>
===========
===========
===========
===========
> *
>
>
--
Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
Message 25
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| Subject: | Re: Fwd: Newly Overhauled MT prop for sale |
Of the props Van's offers, the Hartzell 2 blade is 80", 3 blade
composite 78"; and the MT 3 blade is 76".
On Tue, Jan 8, 2013 at 1:55 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> ??? Isn't the 2 blade longer? I would have guessed the 3 blade would be better
for gravel.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=391833#391833
>
>
Message 26
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|
[quote="Deems Davis"]I'm off the ground before an unloadedMaule. And faster than
a speeding bullet. In an airborne drag race, Iconsistently 'walk-away' from
All RV10's with either a 2 bld Hartzellor 3bld MT . (the burn-outs are exhilarating!!,but
waiting for the christmas tree lightsis still a bit problematic).
Deems
quote]
You won't get any Christmas lights from the DVT tower, but CHD tower has them every
holiday season. You get to flash all you frequency changes up there. Only
airport I know of that takes 5 frequency changes to taxi from one side of the
airport to the other. So you lose all your speed advantage in the taxi tantrums
up there.............
--------
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391856#391856
Message 27
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| Subject: | Re: Fwd: Newly Overhauled MT prop for sale |
Or as I like to refer to them as:
$7,360, $16,450, $10,100
Robin
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Tuesday, January 08, 2013 4:40 PM
Subject: Re: RV10-List: Re: Fwd: Newly Overhauled MT prop for sale
Of the props Van's offers, the Hartzell 2 blade is 80", 3 blade composite 78";
and the MT 3 blade is 76".
On Tue, Jan 8, 2013 at 1:55 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> ??? Isn't the 2 blade longer? I would have guessed the 3 blade would be better
for gravel.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=391833#391833
>
>
Message 28
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|
| Subject: | Re: Fuel pump use |
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@gmail.com> wrote:
> Yes, Bob, it's in the tunnel, per plans. I did read your writeup and
> haven't noticed any of those issues, though.
>
> -Rob
Message 29
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| Subject: | Re: Fuel pump use |
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.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391860#391860
Message 30
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|
| Subject: | Re: Fwd: Newly Overhauled MT prop for sale |
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.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391862#391862
Message 31
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| Subject: | Re: Fuel pump use |
Sorry, the above post to Robert is in the wrong thread.
Bob
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391863#391863
Message 32
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| Subject: | Re: Fuel pump use |
When I talked to vans about my observations, they told me they saw low fuel p
ressure on long extended climb outs so they just turned on the boost pump an
d the pressure came back up. No problem. Silence on my end, never mind..
...
Bob Newman
Sent from my iPhone
On Jan 8, 2013, at 7:31 PM, Rob Kochman <rv10rob@gmail.com> wrote:
> Yes, Bob, it's in the tunnel, per plans. I did read your writeup and have
n't noticed any of those issues, though.
>
> -Rob
>
> On Tue, Jan 8, 2013 at 12:48 PM, Bob-TCW <rnewman@tcwtech.com> wrote:
>> Rob. I'm curious, do you have your fuel flow transducer in the plans sho
wn location? Since my write-up on fuel flow (and corresponding change to f
uel 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@gmail.com> wrote:
>>
>>> In addition to what's already been stated, I've found that if I don't ha
ve my electric pump on in a high power climb, my fuel pressure drops below m
y 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@gm
ail.com> wrote:
>>>> Hi Steve,
>>>>
>>>> Well, the Continental fuel system in a Bonanza is quite different from t
he Lyc. I don't have as much experience with Continentals (Kelly??) but I d
on't think they run without positive fuel pressure either. And, on some Cont
inentals the engine quits if you run "high boost" at the wrong altitude/powe
r 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 press
ure. 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@bellevue.ed
u> wrote:
>>>>> Dave- I fly a Lance and a Bonanza, and in the Lance the pump is suppos
ed 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 sta
rting.not sure why that is the case, but am curious if anyone knows
.
>>>>>
>>>>>
>>>>>
>>>>> Steve Farner
>>>>>
>>>>>
>>>>>
>>>>> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-ser
ver@matronics.com] On Behalf Of Dave Saylor
>>>>> Sent: Tuesday, January 08, 2013 12:01 PM
>>>>> To: rv10-list@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 wo
n'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 p
ump, either engine driven or electrically driven, the engine won't run. Eve
n the head pressure from a high-wing is insufficient to operate the fuel inj
ection.
>>>>>
>>>>>
>>>>>
>>>>> What I take away from this is that if I can't tolerate a temporary los
s of power then I use the boost pump. So I use it on take-off and landing, o
r 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 redunda
nt safety equipment, like a second mag or electrical supply.
>>>>>
>>>>>
>>>>>
>>>>> Starting is a whole other mode of operation, and another topic for dis
cussion, 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@yahoo.c
om> wrote:
>>>>>
>>>>> Good question Leon, I have got 85 hrs and have only used the electric p
ump 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 u
p 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@msn.com>
>>>>> To: rv10-list@matronics.com
>>>>> Sent: Monday, January 7, 2013 10:12 PM
>>>>> Subject: RV10-List: Fuel pump use
>>>>>
>>>>>
>>>>>
>>>>> 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 f
olks
>>>>> have different ideas. Thank. Leon
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> Read this topic online here:
>>>>>
>>>>> http://forums.matronics.com/viewtopic.php?p=391785#391785
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>>>>> tp://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> ===================EF=BD
- MATRONICS WEB FORUMS - "_blank">http://forums.matronics.com
>>>>> =EF=BD - List Contribution Web Site -
>>>>> -Matt Dralle, List Admit; http://www.matronics.c
om/contribution =================
>>>>
>>>>
>>>>
>>>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>>>>
>>>> tp://forums.matronics.com
>>>> _blank">http://www.matronics.com/contribution
>>>>
>>>
>>>
>>>
>>> --
>>> 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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Message 33
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| Subject: | Re: Fuel pump use |
Yep, Bob, I do see that issue (I didn't remember that part from your
report).
On Tue, Jan 8, 2013 at 6:39 PM, Bob-TCW <rnewman@tcwtech.com> wrote:
> When I talked to vans about my observations, they told me they saw low
> fuel pressure on long extended climb outs so they just turned on the boos
t
> pump and the pressure came back up. No problem. Silence on my end,
> never mind.....
>
> Bob Newman
>
>
> Sent from my iPhone
>
> On Jan 8, 2013, at 7:31 PM, Rob Kochman <rv10rob@gmail.com> wrote:
>
> 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@tcwtech.com> wrote:
>
>> 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 cha
nge
>> 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@gmail.com> wrote:
>>
>> 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@gmail.com> wrote:
>>
>>> 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??) b
ut I
>>> don't think they run without positive fuel pressure either. And, on som
e
>>> 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@bellevue.ed
u
>>> > 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 i
s
>>>> only used for starting.not sure why that is the case, but am
curious if
>>>> anyone knows. ****
>>>>
>>>> ** **
>>>>
>>>> Steve Farner****
>>>>
>>>> ** **
>>>>
>>>> *From:* owner-rv10-list-server@matronics.com [mailto:
>>>> owner-rv10-list-server@matronics.com] *On Behalf Of *Dave Saylor
>>>> *Sent:* Tuesday, January 08, 2013 12:01 PM
>>>> *To:* rv10-list@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 en
gine
>>>> 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 los
s
>>>> of power then I use the boost pump. So I use it on take-off and landi
ng,
>>>> 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@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 tank
s its
>>>> better to use it on take off and landings????? On my 210 I only used i
t for
>>>> start up as well and it did over fuel the system if used in addition w
hile
>>>> running. On an Enstrom helicopter with gravity feed tanks they run the
m all
>>>> the time. So I guess it will be your preference which way you go.****
>>>>
>>>> ** **
>>>> ------------------------------
>>>>
>>>> *From:* Leeverett <Leeverett@msn.com>
>>>> *To:* rv10-list@matronics.com
>>>> *Sent:* Monday, January 7, 2013 10:12 PM
>>>> *Subject:* RV10-List: Fuel pump use****
>>>>
>>>>
>>>>
>>>> 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">http://www.matronics.com/Navigator?RV10-List*
>>>>
>>>> *tp://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>** ===========
=======****=EF=BD -
>>>> MATRONICS WEB FORUMS -**** "_blank">http://forums.matronics.com
>>>> ****
>>>>
>>>> **=EF=BD - List Contribution Web Site -******
>>>>
>>>> -Matt Dralle, List Admit;
>>>> http://www.matronics.com/contribution**** =========
=========****
>>>>
>>>> * *
>>>>
>>>>
>>> *
>>>
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>>>
>>>
>>
>>
>> --
>> Rob Kochman
>> RV-10 Flying since March 2011
>> Woodinville, WA
>> http://kochman.net/N819K
>>
>> *
>>
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>> ://www.matronics.com/Navigator?RV10-List
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>>
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>>
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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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