Today's Message Index:
----------------------
1. 05:43 AM - Re: Re: Before the fuel pump exchange - one last question (Tcwtech)
2. 05:44 AM - Re: Re: Before the fuel pump exchange - one last question (Tcwtech)
3. 07:49 AM - Re: Before the fuel pump exchange - one last question (bill.peyton)
4. 08:01 AM - Re: Re: Before the fuel pump exchange - one last question (Kelly McMullen)
5. 08:38 AM - Re: Re: Before the fuel pump exchange - one last question (Phillip Perry)
6. 03:18 PM - Mounting of Garmin GTS-800 Processor Box (Patrick Pulis)
Message 1
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| Subject: | Re: Before the fuel pump exchange - one last question |
Phil, On the AFP fuel servo there is a filter screen on the input fitting.
The attached photo is of the FM-200 on my rv-8.
Bob Newman
TCW Technologies, LLC
610-928-3420
> On Aug 12, 2017, at 7:17 PM, Phillip Perry <philperry9@gmail.com> wrote:
>
>
> Also confirmed in AFP documentation that inlet pressures of 20-90 psi are good.
>
> Sent from my iPhone
>
>> On Aug 12, 2017, at 6:16 PM, Phillip Perry <philperry9@gmail.com> wrote:
>>
>> I had some fuel there prior to the fuel pump swap. I know that because the
drain line had a blue tint.
>>
>> The low pressure pump runs 4-6 psi for carbureted engines.
>>
>> The model number on mine is the correct model number for the IO-540. I confirmed
it from multiple online sources (Tempest, Lycoming, etc.). Also confirmed
the correct model number stamped on the pump prior to installing.
>>
>> Frustrating......
>>
>> While I'm waiting on AFP to get back to me with some ideas, I bought some fittings
and a vacuum pump to draw a vacuum on various parts of the fuel system
in search for a leak.
>>
>> I'd love to find a cracked flare or something like that and put this to bed.
>>
>> Phil
>>
>>
>>
>>
>> Sent from my iPhone
>>
>>> On Aug 12, 2017, at 5:43 PM, Tim Olson <Tim@MyRV10.com> wrote:
>>>
>>>
>>> The thing that has me wondering is if the new pressure level is too high.
I know that you can buy those pumps in higher pressure versions, which would imply
that they are also made in lower pressure versions. I'm wondering which one
your needs required. I watched my pressure today on a flight and it was generally
24-26psi. You said yours was over 30. I'm not sure how significant the
difference is, but if the pressure was higher, I can at least comprehend that
perhaps the additional pressure could cause fuel to be leaked out somewhere.
Maybe that's where the blue stain came from and it's all recent? Anyway, I'm
sure you'll get to the bottom of it. And when you do, it will be educational
for us all, so thank you very much for sharing.
>>> Tim
>>>
>>>> On Aug 12, 2017, at 4:28 PM, Phillip Perry <philperry9@gmail.com> wrote:
>>>>
>>>>
>>>> I did about 2 hours ago. We will see what he says.
>>>>
Message 2
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| Subject: | Re: Before the fuel pump exchange - one last question |
Now with the picture.
Bob Newman
TCW Technologies, LLC
610-928-3420
> On Aug 12, 2017, at 7:17 PM, Phillip Perry <philperry9@gmail.com> wrote:
>
>
> Also confirmed in AFP documentation that inlet pressures of 20-90 psi are g
ood.
>
> Sent from my iPhone
>
>> On Aug 12, 2017, at 6:16 PM, Phillip Perry <philperry9@gmail.com> wrote:
>>
>> I had some fuel there prior to the fuel pump swap. I know that because t
he drain line had a blue tint.
>>
>> The low pressure pump runs 4-6 psi for carbureted engines.
>>
>> The model number on mine is the correct model number for the IO-540. I c
onfirmed it from multiple online sources (Tempest, Lycoming, etc.). Also co
nfirmed the correct model number stamped on the pump prior to installing.
>>
>> Frustrating......
>>
>> While I'm waiting on AFP to get back to me with some ideas, I bought some
fittings and a vacuum pump to draw a vacuum on various parts of the fuel sy
stem in search for a leak.
>>
>> I'd love to find a cracked flare or something like that and put this to b
ed.
>>
>> Phil
>>
>>
>>
>>
>> Sent from my iPhone
>>
>>> On Aug 12, 2017, at 5:43 PM, Tim Olson <Tim@MyRV10.com> wrote:
>>>
>>>
>>> The thing that has me wondering is if the new pressure level is too high
. I know that you can buy those pumps in higher pressure versions, which wo
uld imply that they are also made in lower pressure versions. I'm wondering w
hich one your needs required. I watched my pressure today on a flight and it
was generally 24-26psi. You said yours was over 30. I'm not sure how sign
ificant the difference is, but if the pressure was higher, I can at least co
mprehend that perhaps the additional pressure could cause fuel to be leaked o
ut somewhere. Maybe that's where the blue stain came from and it's all recen
t? Anyway, I'm sure you'll get to the bottom of it. And when you do, it wil
l be educational for us all, so thank you very much for sharing.
>>> Tim
>>>
>>>> On Aug 12, 2017, at 4:28 PM, Phillip Perry <philperry9@gmail.com> wrote
:
>>>>
>>>>
>>>> I did about 2 hours ago. We will see what he says.
>>>>
Message 3
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| Subject: | Re: Before the fuel pump exchange - one last question |
Just an observation after reading this thread. I am not convinced that the pressure
fluctuation and the engine stumble are related. It would seem that your
pressure would have to drop below 15 psi for the engine to react. With your
new pump, you are never seeing pressure that falls below an acceptable pressure
for normal ops. Also, have you checked your fuel vents? Also, pull all your
injector restrictions and do a clean and check. Purge the lines prior to reinstallation
Have you looked at your egts? Could it be a shorted or open plug? Have you done
a lean mag test on the ground and does either mag exhibit and stumble more so
than the other?
It seems to early for a sticking valve, but could be something has gotten under
the seat of an intake valve which might account for the stain in the fab
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=471816#471816
Message 4
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| Subject: | Re: Before the fuel pump exchange - one last question |
IMHO, doing anything with the injectors at this point would be a waste
of time and wear an tear on the injector lines. Anything in an injector
will cause a steady state lean condition, easily observable on EGT as
higher than normal. Roughness indicates a variable condition, such as
inconsistent spark, air/water in fuel, etc. Roughness after a hot start
is normal for a few minutes, due to vaporized fuel in lines.
I suppose a small item in an injector could move around, but not too
common. Also, since I know Phil has quick build wings, any debris left
in tanks would be minimal, should be caught by screens and filter in system.
Kelly
On 8/13/2017 7:49 AM, bill.peyton wrote:
>
> Just an observation after reading this thread. I am not convinced that the pressure
fluctuation and the engine stumble are related. It would seem that your
pressure would have to drop below 15 psi for the engine to react. With your
new pump, you are never seeing pressure that falls below an acceptable pressure
for normal ops. Also, have you checked your fuel vents? Also, pull all your
injector restrictions and do a clean and check. Purge the lines prior to reinstallation
>
> Have you looked at your egts? Could it be a shorted or open plug? Have you done
a lean mag test on the ground and does either mag exhibit and stumble more
so than the other?
>
> It seems to early for a sticking valve, but could be something has gotten under
the seat of an intake valve which might account for the stain in the fab
>
> --------
> Bill
> WA0SYV
> Aviation Partners, LLC
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=471816#471816
>
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Before the fuel pump exchange - one last question |
Thanks for all the ideas. I'm willing to entertain all of them.
I am working through the stuff under the seats right now, just to 100% rule it
out and drive a stake any issues or doubt lingering under there.
Aside from checking screens and strainers, I'm pulling a vacuum on each segment
of the fuel system and watching for a leak down on the gauge to be 100% confident
there are absolutely no air leaks. At that point I can feel 100% certain
all my efforts need to be focused forward if the firewall.
I hate breaking apart the system to investigate because it introduces more variables.
But systematically going through the thing and putting and eyeball and
wrench on everything is the only way to clear them 100%.
What I can tell you definitively right now.
1) There is no air leak in the fuel line segment between the boost pump and engine
drive pump inlet.
2) The fuel filter is clear, minus a couple of small little fibers tucked into
the bottom corner of one pleat. It's was good.
3) The finger strainer in the left tank is clear as the day it was installed.
Everything beyond that is speculation right now. I will continue to run out the
lines on the left side after church. Then I'll move on to the right.
After vacuum testing is competed to prove no-air, I will flow test with fuel from
both tanks going forward.
Then, once that's done, I'm 100% focused forward of the firewall.
At this point, the only way to get hard answers is systematically work through
it piece by piece.
I'll keep you posted.
Phil
Sent from my iPhone
> On Aug 13, 2017, at 10:00 AM, Kelly McMullen <kellym@aviating.com> wrote:
>
>
> IMHO, doing anything with the injectors at this point would be a waste of time
and wear an tear on the injector lines. Anything in an injector will cause a
steady state lean condition, easily observable on EGT as higher than normal.
Roughness indicates a variable condition, such as inconsistent spark, air/water
in fuel, etc. Roughness after a hot start is normal for a few minutes, due to
vaporized fuel in lines.
> I suppose a small item in an injector could move around, but not too common.
Also, since I know Phil has quick build wings, any debris left in tanks would
be minimal, should be caught by screens and filter in system.
> Kelly
>
>> On 8/13/2017 7:49 AM, bill.peyton wrote:
>> Just an observation after reading this thread. I am not convinced that the
pressure fluctuation and the engine stumble are related. It would seem that your
pressure would have to drop below 15 psi for the engine to react. With your
new pump, you are never seeing pressure that falls below an acceptable pressure
for normal ops. Also, have you checked your fuel vents? Also, pull all your
injector restrictions and do a clean and check. Purge the lines prior to
reinstallation
>> Have you looked at your egts? Could it be a shorted or open plug? Have you
done a lean mag test on the ground and does either mag exhibit and stumble more
so than the other?
>> It seems to early for a sticking valve, but could be something has gotten under
the seat of an intake valve which might account for the stain in the fab
>> --------
>> Bill
>> WA0SYV
>> Aviation Partners, LLC
>> Read this topic online here:
>> http://forums.matronics.com/viewtopic.php?p=471816#471816
>
>
>
Message 6
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| Subject: | Mounting of Garmin GTS-800 Processor Box |
I am considering mounting my Garmin GTS-800 TCAS processor in the rear fuselage
behind the the baggage bulkhead and would like to know where others who have
installed the GTS-800 have mounted their processor box please?
The box is fairly weighty (around 4lbs / 2.5kg) and I am mindful of the need to
fabricate a suitably reinforced mounting bracket that will sufficiently handle
in flight g-loads.
Any pictures would be appreciated please.
Warm regards
Patrick
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