X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml Date: Sat, 23 Sep 2006 09:39:07 -0400 Message-ID: X-Original-Return-Path: Received: from wx-out-0506.google.com ([66.249.82.239] verified) by logan.com (CommuniGate Pro SMTP 5.1c.4) with ESMTP id 1415968 for lml@lancaironline.net; Fri, 22 Sep 2006 18:16:01 -0400 Received-SPF: pass receiver=logan.com; client-ip=66.249.82.239; envelope-from=akadamson@gmail.com Received: by wx-out-0506.google.com with SMTP id i29so1126878wxd for ; Fri, 22 Sep 2006 15:15:21 -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:x-mimeole:thread-index:in-reply-to:sender; b=sbhZZh+rRZz/okmP6R7onvk9N9bMtCLkXA5ZSsc8exB2KqWrssxBVYFMg4cG73WDB4bLci4hwJcTo2Qsnpl4hHz85wo4DmHiddPOf2s94cKvqEV/fDuFIhO717fznL1x/6SL+8IsmyzSH0nwhLmQv9sFHPEpHmCXFbhxMLEkhbo= Received: by 10.70.98.17 with SMTP id v17mr1889347wxb; Fri, 22 Sep 2006 15:15:21 -0700 (PDT) X-Original-Return-Path: Received: from Typhoon ( [68.68.82.92]) by mx.gmail.com with ESMTP id h8sm4961544wxd.2006.09.22.15.15.20; Fri, 22 Sep 2006 15:15:21 -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 18:15:24 -0400 X-Original-Message-ID: <001f01c6de94$9a751bd0$2201a8c0@highrf.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0020_01C6DE73.1365C5C0" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 Thread-Index: AcbehYy/6cwSFqCmQzSDisWRwy+LLgADp2kg In-Reply-To: X-Original-Sender: Alan Adamson This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C6DE73.1365C5C0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Yeah, this is an interesting topic. I've asked probably a dozen or so Lancair flyers, all flying some form of the IO-550. NONE of them seem to use the fuel pump for places that I would expect. That being take off, landing or fuel tank switching. And yet, every low wing certified airplane that I've ever been in does. All they can say, is that with a Cont, you don't need to, in fact, it appears that below 10K feet, there is some suggestion that doing so (even low boost) will provide "too much" fuel. However, my mind would suggest that because all of these engines have "return lines", that too much fuel is just returned to the tank so how can it "over pressure" the lines and flood the engine... Maybe Walter and the guys at Gami can offer a suggestion. If they do, please offer it for both or either IO-550 or TSIO-550 if they are different. Thanks, Alan _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Chatfield S. Daniel Sent: Friday, September 22, 2006 4:28 PM To: Lancair Mailing List Subject: [LML] Re: Boost pump switching You guys don't turn on low boost for takeoff and landing? Chat Daniel Super ES _____ From: Alan K. Adamson [mailto:aadamson@highrf.com] Sent: Friday, September 22, 2006 3:35 PM To: Lancair Mailing List Subject: [LML] Re: Boost pump switching 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. DISCLAIMER: This email and any files transmitted with it are confidential and are intended solely for the use of the individual or entity to whom they are addressed. This communication represents the originator's personal views and opinions, which do not necessarily reflect those of First National Bank of the South. If you are not the original recipient or the person responsible for delivering the email to the intended recipient, be advised that you have received this email in error, and that any use, dissemination, forwarding, printing, or copying of this email is strictly prohibited. If you received this email in error, please immediately notify postmaster@fnbsouth.com. ------=_NextPart_000_0020_01C6DE73.1365C5C0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Yeah, this is an interesting topic.  I've = asked=20 probably a dozen or so Lancair flyers, all flying some form of the = IO-550. =20 NONE of them seem to use the fuel pump for places that I would = expect. =20 That being take off, landing or fuel tank switching.  And yet, = every low=20 wing certified airplane that I've ever been in does.
 
All they can say, is that with a Cont, you = don't need to,=20 in fact, it appears that below 10K feet, there is some suggestion that = doing so=20 (even low boost) will provide "too much" fuel.  However, my mind = would=20 suggest that because all of these engines have "return lines", that too = much=20 fuel is just returned to the tank so how can it "over pressure" the = lines and=20 flood the engine...
 
Maybe Walter and the guys at Gami can offer a=20 suggestion.  If they do, please offer it for both or either IO-550 = or=20 TSIO-550 if they are different.
 
Thanks,
Alan

From: Lancair Mailing List=20 [mailto:lml@lancaironline.net] On Behalf Of Chatfield S.=20 Daniel
Sent: Friday, September 22, 2006 4:28 PM
To: = Lancair=20 Mailing List
Subject: [LML] Re: Boost pump=20 switching

You guys = don’t turn on=20 low boost for takeoff and landing?

Chat=20 Daniel

Super=20 ES

 

From: Alan K.=20 Adamson [mailto:aadamson@highrf.com]
Sent: Friday, September 22, 2006 = 3:35=20 PM
To: = Lancair Mailing List
Subject: [LML] Re: Boost pump=20 switching

 

Ok, you = guys are=20 making me feel a little better.... I may just stay with the = OFF-LOW-(HIGH)=20 concept on a single switch and do some testing during phase=20 1.

 

However, I = will=20 share a recent experience in a TSIO-550.  I was flying an ES = recently with=20 this engine.  In all flight configurations, at 10K or higher, the = low boost=20 was 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 = [mailto:lml@lancaironline.net]=20 On Behalf Of Jim=20 Scales
Sent: Friday, = September=20 22, 2006 2:45 PM
To:=20 Lancair Mailing = List
Subject: [LML] Re: Boost pump=20 switching

My ES has = a=20 momentary prime switch along with a low and high boost=20 switch.

 

I use the = high boost=20 to pressurize the fuel system before starting.  I use the prime = position=20 for a couple of seconds before doing a cold start.  I do not = use it on=20 hot starts.

 

I use low = boost to=20 clear the injector lines of any vapor when doing a hot start. I = turn it off=20 for the start. After the engine starts I turn the low boost back on = for=20 about 30 seconds to prevent vaporization.  Then the pump is off for = all=20 operations.

 

(Early on = I would=20 use the high boost pump to cool the fuel lines for a minute or so before = a hot=20 start.  Eventually, I found that I could get better results by = setting=20 mixture full rich and then using low boost to clear and pressurize the = injector=20 lines.  I can actually hear when the vapor clears and the lines = develop=20 pressure.  The pump begins to labor and the sound gets = deeper.  Hot=20 starts are no problem.)

 

I have = experienced a=20 loss of engine driven fuel pump while on the ground.  Low boost = kept the=20 engine running but in no way could the plane have been flown.  Way = too=20 rich.

 

I once used the=20 low boost in flight when trying out tank switching procedures.  Low = boost=20 made the engine run extremely rough.  I have trouble thinking there = is a=20 ever a time to run the pump in normal flight=20 operations.

 

My = $.02.  No=20 flaming please.  This stuff works really well for me. =20

 

Jim=20 Scales

N98AF

Angel's=20 Playmate

800=20 hours


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

High Boost - Prime at startup.

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


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

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

DISCLAIMER:
This email and any files transmitted with it are = confidential=20 and are intended solely for the use of the individual or entity to whom = they are=20 addressed. This communication represents the originator's personal views = and=20 opinions, which do not necessarily reflect those of First National Bank = of the=20 South. If you are not the original recipient or the person responsible = for=20 delivering the email to the intended recipient, be advised that you have = received this email in error, and that any use, dissemination, = forwarding,=20 printing, or copying of this email is strictly prohibited. If you = received this=20 email in error, please immediately notify postmaster@fnbsouth.com.=20

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