I have set up the engine to flow 43 GPH at 2700 RPM/38.5” MP and full rich mixture on takeoff. I can tell you from personal experience that my engine will die with the boost pump on high and full throttle/mixture in.  Since I can control fuel flow with the mixture, or by turning off the boost pump, I’m thinking this is better than the alternative of not having enough fuel flow should either the mechanical or electric pump malfunction. Likewise, I’m not ready to set up my system to run with the boost pump on at all times. To me, that means the engine will run lean, if not quit, if either the mechanical OR the electric pump fail. Running the boost pump on was no big deal with carbureted engines…the float valve in the carb just shut off the flow when it got enough, no matter (within reason) the pressure. Not so with constant flow injection systems where fuel flow is directly related to input pressure and engine RPM…

 

BTW, I FINALLY checked my flap extension on the ground and in the air. I marked the full down flap position with pieces of red tape on the flaps positioned to “reveal” just behind the trailing edge of the wing when viewed from the cockpit. There is some slop in the linkage, so they do “dangle” lower than they fly. This is normal/expected. I was careful to “air load” the flaps before installing the tape by pushing them toward the retract position firmly before establishing the sight line. (BTW, it is IMPORTANT that the flaps NOT hit the limit of the track travel when fully extended—write back if any questions about this, but apparently you don’t have this problem anyway.) We then went up for a flight check. Flaps extended fully (all the tape showing) at about 135 KIAS, which is the full extension limit speed.

 

Thought you’d like to know…

Bob