X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 08 Sep 2010 11:48:43 -0400 Message-ID: X-Original-Return-Path: Received: from smtp105.sbc.mail.gq1.yahoo.com ([67.195.14.108] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with SMTP id 4459338 for lml@lancaironline.net; Wed, 08 Sep 2010 10:46:05 -0400 Received-SPF: none receiver=logan.com; client-ip=67.195.14.108; envelope-from=N2AA@att.net Received: (qmail 85165 invoked from network); 8 Sep 2010 14:45:28 -0000 Received: from RussellPC (N2AA@74.182.247.57 with login) by smtp105.sbc.mail.gq1.yahoo.com with SMTP; 08 Sep 2010 07:45:27 -0700 PDT X-Yahoo-SMTP: 8CLqL3mswBARRwz_ompqyL.6irUvqzJfqQ-- X-YMail-OSG: qji71_sVM1mBDi1pce4oDPkcYre0BGr_6C23E8B4EieQqWE HEd80L04eyIxPGsJMuvTJ5I_v7OT5JTelO3Nb9rpCUrS7o84yFKa86SMwXlx a8AGrh05_.5jPJko3zjtP0sywtQAO6E4aVuY4t8s5zxIs34DWANlHZ8gJVen 4HfZJq1csuES4llzqDzMV2EhSmhTf1EkXTi829AYN853k65A7ks7WOiblje7 Ao4qozaEklS8avmPnVZsl2uMNQUaK X-Yahoo-Newman-Property: ymail-3 From: "Russell" X-Original-To: "Lancair Mailing List" Subject: Dukes fuel pump problem follow-up X-Original-Date: Wed, 8 Sep 2010 10:45:24 -0400 X-Original-Message-ID: <05FD749306E24B829F8D18E79D6CFB0E@RussellPC> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0006_01CB4F42.F2576240" X-Mailer: Microsoft Office Outlook 11 Thread-Index: ActPZHLB4WhQ+jwLRDCCOfbOS0OAYQ== X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6002.18197 This is a multi-part message in MIME format. ------=_NextPart_000_0006_01CB4F42.F2576240 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Everyone thanks for your response. =20 After lengthy evaluation and communications with Dukes and CJ aviation I have learned the following. =20 The Dukes pump is designed for =93intermittent duty only=94 and is not a = self priming pump. It does not have a thermal overload relay. I also found = out that the tolerances in the pump are not well controlled. =20 Unfortunately I have been unable to reproduce the failure that I = experienced last week. All electrical connections check out properly. The aircraft = only has 140 hours on it. =20 I have decided to replace the Dukes pump with a Weldon pump. =20 The Weldon pump is designed for =93continuous duty=94 and is self = priming. These are two big advantages over the Dukes. Also the tolerances are well controlled. =20 I have ordered the Weldon pump with electronic controller from CJ = Aviation. I will have the pump by the beginning of next week. Which is a much = better delivery time than getting a Dukes. =20 =20 Regards Russell Steiner N2AA, legacy =20 original posting. Has anybody run into this problem? Yesterday after flying into a field the Dukes of electric fuel pump = would not run at all. I was forced to leave the aircraft at the field because = I couldn't get the engine started. The field elevation was 1300 feet and it was close to 90=B0. The density altitude was about 3000 feet for the day. Today I returned to the field tools in hand to carry out a rescue. Surprisingly the electric fuel pump worked!? Why? I was able to fly the aircraft home. I concerned about flying the aircraft until this issue is diagnosed and resolved. =20 ------=_NextPart_000_0006_01CB4F42.F2576240 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Everyone thanks for your = response.

 

After lengthy evaluation and communications with = Dukes and CJ aviation I have learned the following.

 

The Dukes pump is designed for “intermittent = duty only” and is not a self priming pump. It does not have a thermal overload = relay. I also found out that the tolerances in the pump are not well = controlled.

 

Unfortunately I have been unable to reproduce the = failure that I experienced last week. All electrical connections check out = properly. The aircraft only has 140 hours on it.

 

I have decided to replace the Dukes pump with a = Weldon pump.

 

The Weldon pump is designed for “continuous = duty” and is self priming. These are two big advantages over the Dukes. Also = the tolerances are well controlled.

 

I have ordered the Weldon pump with electronic = controller from CJ Aviation. I will have the pump by the beginning of next week. = Which is a much better delivery time than getting a = Dukes.

 

 

Regards

Russell Steiner

N2AA, legacy

 

original posting.

Has anybody run into this = problem?

Yesterday after flying into a field the Dukes of electric = fuel pump would not run at all. I was forced to leave the aircraft at the = field because I couldn't get the engine started.

The field elevation was 1300 feet and it was close to = 90=B0. The density altitude was about 3000 feet for the = day.

Today I returned to the field tools in hand to carry out a = rescue. Surprisingly the electric fuel pump worked!? = Why?

I was able to fly the aircraft = home.

I concerned about flying the aircraft until this issue is diagnosed and resolved.

 

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