X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml Date: Fri, 22 Sep 2006 15:34:47 -0400 Message-ID: X-Original-Return-Path: Received: from wx-out-0506.google.com ([66.249.82.230] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1415653 for lml@lancaironline.net; Fri, 22 Sep 2006 14:59:59 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.249.82.230; envelope-from=akadamson@gmail.com Received: by wx-out-0506.google.com with SMTP id i29so1075885wxd for ; Fri, 22 Sep 2006 11:59:19 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:from:to:subject:date:message-id:mime-version:content-type:x-mailer:thread-index:x-mimeole:in-reply-to:sender; b=YpU6I47srYfb4bMMwM5AjB2OOao1pt53EGinFHeELJpb3QB9mOMwGqeqWWPuEt1pkfNcxnkuEa10e1tgd9XqU0qVXjMj5Fc75N73tZsQvBqf1RAM3lkiSWGR/kPjeprUpe2g0xJ+bRKUUNtz05u/FASbsGh74LH7CqO2Gvr858I= Received: by 10.70.98.17 with SMTP id v17mr1574023wxb; Fri, 22 Sep 2006 11:59:19 -0700 (PDT) X-Original-Return-Path: Received: from Typhoon ( [68.68.82.92]) by mx.gmail.com with ESMTP id i34sm2746089wxd.2006.09.22.11.59.19; Fri, 22 Sep 2006 11:59:19 -0700 (PDT) From: "Alan K. Adamson" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Re: Boost pump switching X-Original-Date: Fri, 22 Sep 2006 14:59:30 -0400 X-Original-Message-ID: <001b01c6de79$3c2c67b0$2201a8c0@highrf.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001C_01C6DE57.B51AC7B0" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AcbedzPo6mh5j9laQhuoZPc5R79FGQAAULPA X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 In-Reply-To: X-Original-Sender: Alan Adamson This is a multi-part message in MIME format. ------=_NextPart_000_001C_01C6DE57.B51AC7B0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Ok, you guys are making me feel a little better.... I may just stay with the OFF-LOW-(HIGH) concept on a single switch and do some testing during phase 1. However, I will share a recent experience in a TSIO-550. I was flying an ES recently with this engine. In all flight configurations, at 10K or higher, the low boost was turned on. There was no hesitation in the engine and it continued to perform with no rough running, or other noticeable changes. The guys I flew with, would do a 10K check both climbing and descending. At 10K, boost pump and landing light on or off depending on climbing (on) or descending (off) - light opposite. Alan _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Jim Scales Sent: Friday, September 22, 2006 2:45 PM To: Lancair Mailing List Subject: [LML] Re: Boost pump switching My ES has a momentary prime switch along with a low and high boost switch. I use the high boost to pressurize the fuel system before starting. I use the prime position for a couple of seconds before doing a cold start. I do not use it on hot starts. I use low boost to clear the injector lines of any vapor when doing a hot start. I turn it off for the start. After the engine starts I turn the low boost back on for about 30 seconds to prevent vaporization. Then the pump is off for all operations. (Early on I would use the high boost pump to cool the fuel lines for a minute or so before a hot start. Eventually, I found that I could get better results by setting mixture full rich and then using low boost to clear and pressurize the injector lines. I can actually hear when the vapor clears and the lines develop pressure. The pump begins to labor and the sound gets deeper. Hot starts are no problem.) I have experienced a loss of engine driven fuel pump while on the ground. Low boost kept the engine running but in no way could the plane have been flown. Way too rich. I once used the low boost in flight when trying out tank switching procedures. Low boost made the engine run extremely rough. I have trouble thinking there is a ever a time to run the pump in normal flight operations. My $.02. No flaming please. This stuff works really well for me. Jim Scales N98AF Angel's Playmate 800 hours Low Boost - switched on at or above 10K feet and run for the duration of the flight at that level to provide added purging of vapors or bubbles that might exist in the lines High Boost - Prime at startup. Ok, now, I've also heard that you use High Boost any time you loose an engine driven fuel pump. Will low boost suffice? I've found a couple of switches that I could replace the single with that will allow switching to low and locking out high unless placed there, or I could go to an ON-ON-ON type without the momentary. So, could you splain to me, what the various boost modes are or if there is another compromise that I haven't thought of with one switch. ------=_NextPart_000_001C_01C6DE57.B51AC7B0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Ok, you = guys are making=20 me feel a little better.... I may just stay with the OFF-LOW-(HIGH) = concept on a=20 single switch and do some testing during phase 1.
 
However, I = will share a=20 recent experience in a TSIO-550.  I was flying an ES recently with = this=20 engine.  In all flight configurations, at 10K or higher, the low = boost was=20 turned on.  There was no hesitation in the engine and it continued = to=20 perform with no rough running, or other noticeable changes.  The = guys I=20 flew with, would do a 10K check both climbing and descending.  At = 10K,=20 boost pump and landing light on or off depending on climbing (on) or = descending=20 (off) - light opposite.
 
Alan

From: Lancair Mailing List=20 [mailto:lml@lancaironline.net] On Behalf Of Jim = Scales
Sent:=20 Friday, September 22, 2006 2:45 PM
To: Lancair Mailing=20 List
Subject: [LML] Re: Boost pump = switching

My ES has a momentary prime switch along with a low and high boost=20 switch.
 
I use the high boost to pressurize the fuel system before = starting.  I=20 use the prime position for a couple of seconds before doing a cold=20 start.  I do not use it on hot starts.
 
I use low boost to clear the injector lines of any vapor when doing = a hot=20 start. I turn it off for the start. After the engine starts I = turn the=20 low boost back on for about 30 seconds to prevent vaporization.  = Then the=20 pump is off for all operations.
 
(Early on I would use the high boost pump to cool the fuel lines = for a=20 minute or so before a hot start.  Eventually, I found that I could = get=20 better results by setting mixture full rich and then using low boost to = clear=20 and pressurize the injector lines.  I can actually hear when the = vapor=20 clears and the lines develop pressure.  The pump begins to labor = and the=20 sound gets deeper.  Hot starts are no problem.)
 
I have experienced a loss of engine driven fuel pump while on the=20 ground.  Low boost kept the engine running but in no way could the = plane=20 have been flown.  Way too rich.
 
I once used the low boost in flight when trying out tank = switching=20 procedures.  Low boost made the engine run extremely rough.  I = have=20 trouble thinking there is a ever a time to run the pump in normal flight = operations.
 
My $.02.  No flaming please.  This stuff works really = well for=20 me. 
 
Jim Scales
N98AF
Angel's Playmate
800 hours

Low=20 Boost - switched on at or above 10K feet and run for the duration of=20 the
flight at that level to provide added purging of vapors or = bubbles=20 that
might exist in the lines

High Boost - Prime at=20 startup.

Ok, now, I've also heard that you use High Boost any = time you=20 loose an
engine driven fuel pump.  Will low boost=20 suffice?


I've found a couple of switches that I could = replace the=20 single with that
will allow switching to low and locking out high = unless=20 placed there, or I
could go to an ON-ON-ON type without the=20 momentary.

So, could you splain to me, what the various boost = modes are=20 or if there is
another compromise that I haven't thought of with = one=20 switch.

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