X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 08 Sep 2010 16:10:56 -0400 Message-ID: X-Original-Return-Path: Received: from imr-mb01.mx.aol.com ([64.12.207.164] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4459497 for lml@lancaironline.net; Wed, 08 Sep 2010 12:19:26 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.207.164; envelope-from=Sky2high@aol.com Received: from imo-da03.mx.aol.com (imo-da03.mx.aol.com [205.188.169.201]) by imr-mb01.mx.aol.com (8.14.1/8.14.1) with ESMTP id o88GIUrZ031373 for ; Wed, 8 Sep 2010 12:18:30 -0400 Received: from Sky2high@aol.com by imo-da03.mx.aol.com (mail_out_v42.9.) id q.c6a.75554a5b (37519) for ; Wed, 8 Sep 2010 12:18:26 -0400 (EDT) Received: from magic-d23.mail.aol.com (magic-d23.mail.aol.com [172.19.146.157]) by cia-ma08.mx.aol.com (v129.4) with ESMTP id MAILCIAMA084-928f4c87b75269; Wed, 08 Sep 2010 12:18:26 -0400 From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Wed, 8 Sep 2010 12:18:26 EDT Subject: Re: [LML] Dukes fuel pump problem follow-up X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_af777.5a0e6704.39b91152_boundary" X-Mailer: AOL 9.5 sub 155 X-AOL-IP: 24.15.17.119 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com --part1_af777.5a0e6704.39b91152_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Russell, =20 Interesting. Those of us that feed the boost pump from a full header tan= k=20 are less likely to have your experience because there is a small fuel head= =20 pressure that helps prime the pump. =20 =20 Booster pump placement in a low wing airplane (with no header to feed it)= =20 is more critical and it seems that the most successful installations are= =20 with the pump on the floor of the cockpit since this is typically below= the=20 fuel level in the wings. Thus, there is no need to "suck" the fuel in an= =20 environment where the pump is located above wing fuel. =20 Scott Krueger =20 =20 In a message dated 9/8/2010 10:49:12 A.M. Central Daylight Time, =20 N2AA@att.net writes: =20 Everyone thanks for your response.=20 After lengthy evaluation and communications with Dukes and CJ aviation I= =20 have learned the following.=20 The Dukes pump is designed for =E2=80=9Cintermittent duty only=E2=80=9D= and is not a self=20 priming pump. It does not have a thermal overload relay. I also found out= =20 that the tolerances in the pump are not well controlled.=20 Unfortunately I have been unable to reproduce the failure that I=20 experienced last week. All electrical connections check out properly. The= aircraft=20 only has 140 hours on it.=20 I have decided to replace the Dukes pump with a Weldon pump.=20 The Weldon pump is designed for =E2=80=9Ccontinuous duty=E2=80=9D and is= self priming.=20 These are two big advantages over the Dukes. Also the tolerances are well= =20 controlled.=20 I have ordered the Weldon pump with electronic controller from CJ=20 Aviation. I will have the pump by the beginning of next week. Which is a= much=20 better delivery time than getting a Dukes.=20 Regards=20 Russell Steiner=20 N2AA, legacy=20 original posting.=20 Has anybody run into this problem?=20 Yesterday after flying into a field the Dukes of electric fuel pump would= =20 not run at all. I was forced to leave the aircraft at the field because= I=20 couldn't get the engine started.=20 The field elevation was 1300 feet and it was close to 90=C2=B0. The densi= ty=20 altitude was about 3000 feet for the day.=20 Today I returned to the field tools in hand to carry out a rescue.=20 Surprisingly the electric fuel pump worked!? Why?=20 I was able to fly the aircraft home.=20 I concerned about flying the aircraft until this issue is diagnosed and= =20 resolved.=20 --part1_af777.5a0e6704.39b91152_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en <= FONT id=3Drole_document color=3D#000000 size=3D2 face=3DArial>
Russell,
 
Interesting.  Those of us that feed the boost pump from a full= header=20 tank are less likely to have your experience because there is a small fuel= head=20 pressure that helps prime the pump. 
 
Booster pump placement in a low wing airplane (with no header to feed= it)=20 is more critical and it seems that the most successful installations are= with=20 the pump on the floor of the cockpit since this is typically below the fue= l=20 level in the wings.  Thus, there is no need to "suck" the fuel in an= =20 environment where the pump is located above wing fuel.
 
Scott Krueger
 
In a message dated 9/8/2010 10:49:12 A.M. Central Daylight Time,=20 N2AA@att.net writes:

Everyone thanks for your=20 response.

 

After lengthy evaluation and=20 communications with Dukes and CJ aviation I have learned the=20 following.

 

The Dukes pump is designed for=20 =E2=80=9Cintermittent duty only=E2=80=9D and is not a self priming pump.= It does not have a=20 thermal overload relay. I also found out that the tolerances in the pump= are=20 not well controlled.

 

Unfortunately I have been unable=20 to reproduce the failure that I experienced last week. All electrical=20 connections check out properly. The aircraft only has 140 hours on=20 it.

 

I have decided to replace the=20 Dukes pump with a Weldon pump.

 

The Weldon pump is designed for=20 =E2=80=9Ccontinuous duty=E2=80=9D and is self priming. These are two big= advantages over the=20 Dukes. Also the tolerances are well controlled.=

 

I have ordered the Weldon pump=20 with electronic controller from CJ Aviation. I will have the pump by the= =20 beginning of next week. Which is a much better delivery time than gettin= g a=20 Dukes.

 

 

Regards

Russell=20 Steiner

N2AA,=20 legacy

 

original=20 posting.

Has anybody run= into=20 this problem?

Yesterday after= =20 flying into a field the Dukes of electric fuel pump would not run at all= . I=20 was forced to leave the aircraft at the field because I couldn't get the= =20 engine started.

The field elevati= on=20 was 1300 feet and it was close to 90=C2=B0. The density altitude was abo= ut 3000=20 feet for the day.

Today I returned= to=20 the field tools in hand to carry out a rescue. Surprisingly the electric= fuel=20 pump worked!? Why?

I was able to fly= =20 the aircraft home.

I concerned about= =20 flying the aircraft until this issue is diagnosed and=20 resolved.

 

=
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