flying on the fuel boost pump

[carusoam]

Great follow up LV.

Getting the right full throttle FF seems to be a common challenge when setting up the fuel system on more complex or slightly different power plants...

Best regards,

-a-

[N201MKTurbo]

3 hours ago, 231LV said:

As a follow-up to this original post, I had my fuel pump replaced today and problem solved. As a For What Its Worth note...this is the second time I have had work done on my fuel system (the first was to thoroughly clean it out a few years back). In both instances, the mechanic used the book to set fuel flow...in both instances, the book flow is a bit low and the mechanics had to dial up the fuel flow. If you are running a turbo in your Mooney with an intercooler, the correct fuel flow is about 21 gph...the book seems to have it set at 18 gph(based on pressure) which causes CHT's to climb very quickly. Of course, your own plane may be slightly different.

Glad you got it resolved!

[Shadrach]

On 4/7/2017 at 10:14 AM, epsalant said:

Would a 201 fly on the boost pump alone? It is my understanding that some aircraft, e.g. the Cirrus SR22, have a boost pump only to prevent vapor lock. But they will not supply sufficient fuel to maintain level flight.

Sent from my XT1254 using Tapatalk
 

yes, but if it's a Dukes pump how long as anyone's guess...  If given the Sophie's choice, I would far prefer a short flight on a single mag than flying on an electric pump that is not designed for constant use.

[jlunseth]

3 hours ago, 231LV said:

As a follow-up to this original post, I had my fuel pump replaced today and problem solved. As a For What Its Worth note...this is the second time I have had work done on my fuel system (the first was to thoroughly clean it out a few years back). In both instances, the mechanic used the book to set fuel flow...in both instances, the book flow is a bit low and the mechanics had to dial up the fuel flow. If you are running a turbo in your Mooney with an intercooler, the correct fuel flow is about 21 gph...the book seems to have it set at 18 gph(based on pressure) which causes CHT's to climb very quickly. Of course, your own plane may be slightly different.

We just had a thread on the fuel flow issue in the intercooled 231, actually there have been several, but there was one about ten days ago.  The Turboplus STC has special fuel flow instructions and most mechanics don't know about or follow them in my experience.  The SID for the factory TSIO360 has the fuel flow set at max MP, which is 40".  40" is an overboost condition in the intercooled engine, max is 36-37".  The desired fuel flow at full power is 22.5-24 GPH.  If the engine is set up to make this at 40", it won't do it at full power in the intercooled engine.  Paul Kortopates came up with the detail.  Apparently the SID-97E is not applicable anymore, the standard specification has a new name.  I have the STC instructions, if anyone wants them PM me.  I have found that I need to provide these to the mechanic every annual, or any other time the fuel flow is going to be adjusted.  They just all seem to revert to the SID for the factory engine.

[231LV]

2 hours ago, jlunseth said:

We just had a thread on the fuel flow issue in the intercooled 231, actually there have been several, but there was one about ten days ago.  The Turboplus STC has special fuel flow instructions and most mechanics don't know about or follow them in my experience.  The SID for the factory TSIO360 has the fuel flow set at max MP, which is 40".  40" is an overboost condition in the intercooled engine, max is 36-37".  The desired fuel flow at full power is 22.5-24 GPH.  If the engine is set up to make this at 40", it won't do it at full power in the intercooled engine.  Paul Kortopates came up with the detail.  Apparently the SID-97E is not applicable anymore, the standard specification has a new name.  I have the STC instructions, if anyone wants them PM me.  I have found that I need to provide these to the mechanic every annual, or any other time the fuel flow is going to be adjusted.  They just all seem to revert to the SID for the factory engine.

Great info! I may stop by my mechanic and have him dial in a bit more fuel flow after I fly it for a bit.....

[Guest]

2 hours ago, jlunseth said:

We just had a thread on the fuel flow issue in the intercooled 231, actually there have been several, but there was one about ten days ago.  The Turboplus STC has special fuel flow instructions and most mechanics don't know about or follow them in my experience.  The SID for the factory TSIO360 has the fuel flow set at max MP, which is 40".  40" is an overboost condition in the intercooled engine, max is 36-37".  The desired fuel flow at full power is 22.5-24 GPH.  If the engine is set up to make this at 40", it won't do it at full power in the intercooled engine.  Paul Kortopates came up with the detail.  Apparently the SID-97E is not applicable anymore, the standard specification has a new name.  I have the STC instructions, if anyone wants them PM me.  I have found that I need to provide these to the mechanic every annual, or any other time the fuel flow is going to be adjusted.  They just all seem to revert to the SID for the factory engine.

You would be one of the few who have their paperwork in order.  In so many cases STC's and ICA's for installed equipment are nowhere to be found.  It still doesn't relieve a maintainer from finding or asking the owner for the info before doing any work.

Clarence

[jlunseth]

I had to ask Turboplus.  I was suspicious about the fuel flow setting for some time, so I got ahold of them and they said it was in the STC.  I asked for a copy.  

[TheTurtle]

On 4/6/2017 at 0:33 PM, Bryan said:

Could be fuel injector(s) clogged.  Saw a video recently of a Cirrus owner that stumbled upon the same issue while in-flight (only run smooth with fuel pump) and come to find out an injector on #6 cylinder was clogged.  A/P cleaned it out, re-installed, and engine ran like a top.

i like nicos videos.  Even if he is in a cirrus

Edited April 30, 2017 by TheTurtle