Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Mon, 12 Jan 2004 12:50:34 -0500 Message-ID: X-Original-Return-Path: Received: from [63.150.227.63] (HELO admsmxs2usr10.ad.jocoks.com) by logan.com (CommuniGate Pro SMTP 4.1.8) with ESMTP id 2928930 for lml@lancaironline.net; Mon, 12 Jan 2004 10:27:27 -0500 content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01C3D920.94E74A34" Subject: [LML] Re: Fuel Transfer Pumps X-MIMEOLE: Produced By Microsoft Exchange V6.0.6487.1 X-Original-Date: Mon, 12 Jan 2004 09:27:25 -0600 X-Original-Message-ID: <4B9B1B1833408C40AE2F14A881F276F6DA8D9A@admsmxs2usr10.ad.jocoks.com> X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [LML] Re: Fuel Transfer Pumps Thread-Index: AcPZG6DabVLCpAVSSDakO5DugQETPwAABSow From: "Metcalfe, Lee, AIR" X-Original-To: "Lancair Mailing List" This is a multi-part message in MIME format. ------_=_NextPart_001_01C3D920.94E74A34 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Why not skip the pumps altogether? My 320 was built with a parallel system. It had the standard Facet pump set-up with the pumps in the wheel wells, clear tubing exposed on the panel to show flow, pumping into the header. It also has 3/8 lines direct from the wing tanks to a 3-way (plus OFF) valve, where you can select either wing tank or the header to feed the fuel pump(s). When I first started flying the plane I used the transfer system; it was a pain in the butt to manage (all manual). Then I started using the direct feed system. I take-off and land on the header, but cruise pulling directly from the wing tanks. I switch tanks every 30 minutes using my programmable panel-mounted digital chronometer (http://www.buy-ei.com/Altitude%20Alert%20Super%20Clock%20ASC-5A.htm) as the reminder. I have to tap the roll trim once or twice as one wing gets lighter than then other, but it's no big deal. =20 =20 The direct feed system has worked flawlessly. I have even accidentally taken off pulling from a wing tank and forgetting to turn on the boost pump... no problems at all. I have tested (at altitude) the direct feed in turns rolled into the active tank, and have only been able to unport the inlet in an extreme (full ball deflection) slip. So long as the ball was centered, no amount of roll would unport the tank. =20 =20 Last summer I had a major fuel leak in the cockpit during a cross-country. VERY SCARY! It turned out that one of the clear plastic transfer lines had cracked. All of the clear plastic lines in the cockpit had hardened and become brittle. They were ten years old. I removed the transfer lines completely and capped off the Facet pumps and the inlets to the header. I replaced the tubing that forms the fuel gauge for the header tank. I do not miss the transfer system at all! =20 Lee Metcalfe N320WH - LNC2 - IO-320+ - 514 hrs. - Kansas City =20 ------_=_NextPart_001_01C3D920.94E74A34 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Why not = skip the pumps=20 altogether? My 320 was built with a parallel system. It had = the=20 standard Facet pump set-up with the pumps in the wheel wells, clear = tubing=20 exposed on the panel to show flow, pumping into the header. It = also has=20 3/8 lines direct from the wing tanks to a 3-way (plus OFF) valve, where = you can=20 select either wing tank or the header to feed the fuel pump(s). = When I=20 first started flying the plane I used the transfer system; it was a pain = in the=20 butt to manage (all manual). Then I started using the direct feed=20 system. I take-off and land on the header, but cruise pulling = directly=20 from the wing tanks. I switch tanks every 30 minutes using my = programmable=20 panel-mounted digital chronometer (http://www.buy-ei.com/Altitude%20Alert%20Super%20Clock%20ASC-5A.htm)=20 as the reminder. I have to tap the roll trim once or twice as one = wing=20 gets lighter than then other, but it's no big deal.

The direct = feed system=20 has worked flawlessly. I have even accidentally taken off pulling = from a=20 wing tank and forgetting to turn on the boost pump... no problems at = all. =20 I have tested (at altitude) the direct feed in turns rolled into the = active=20 tank, and have only been able to unport the inlet in an extreme (full = ball=20 deflection) slip. So long as the ball was centered, no amount of = roll=20 would unport the tank.

Last summer = I had a major=20 fuel leak in the cockpit during a cross-country. VERY SCARY! = It=20 turned out that one of the clear plastic transfer lines had = cracked. All=20 of the clear plastic lines in the cockpit had hardened and become = brittle. =20 They were ten years old. I removed the transfer lines completely = and=20 capped off the Facet pumps and the inlets to the header. I = replaced the=20 tubing that forms the fuel gauge for the header tank. I do not = miss the=20 transfer system at all!

Lee = Metcalfe

N320WH - = LNC2 - IO-320+ -=20 514 hrs. - Kansas City

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