X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Received: from [68.202.132.19] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WEBUSER 5.1.5) with HTTP id 1807807 for lml@lancaironline.net; Fri, 02 Feb 2007 21:50:26 -0500 From: "Marvin Kaye" Subject: Re: [LML] Boost pump use To: lml X-Mailer: CommuniGate Pro WebUser v5.1.5 Date: Fri, 02 Feb 2007 21:50:26 -0500 Message-ID: In-Reply-To: <960740.3737.qm@web34909.mail.mud.yahoo.com> References: <960740.3737.qm@web34909.mail.mud.yahoo.com> MIME-Version: 1.0 Content-Type: text/plain;charset="iso-8859-1";format="flowed" Content-Transfer-Encoding: 8bit Posted for bob mackey : Terrence O'neill wrote: > Question: For hot situations like Frded related, does > it sound like a good idea to install a low pressure transfer > pump to assure moving fuel from the header through the 'off' > boost pump to the engine-driven pump? I have not found that necessary with my L235/O-320. The bottom of the header tank is well above the Facet boost pump in my installation. Gravity flow through the Facet pump, gascolator, filter, engine pump, and all hoses is about 50 gph - well in excess of the max fuel flow of the engine. My left and right transfer pumps are located at the lowest point on the floor, just in front of the middle of the spar. That is much improved from the previous situation, in which the single transfer pump pulled from whichever wing had more air in it. > My Airflow boost pump is on-off, and is located after the > filter which is between the header and the boost pump. Rather than add the complications of another pump, have you considered moving the existing pump to before the filter? That should reduce the risk of filter cavitation. -bob