Thruster88

Red, do you have any explanation for the fuel pressure behaviour in skippys aircraft? In the tecnam i flew yesterday there was less than 0.2 psi change when turning off or on the electric boost pump, on the ground at idle or flying at full power.

So the fuel pressure in skippys aircraft is dropping from normal 4-5 psi to about 1 psi when the boost pump is turned off and slowly rises over a minute or two back to a normal level of 4-5 psi. Skippy tells me his boost pump pressure is a little higher than the engine pump pressure so the boost pump could force the diaphragm down in the engine pump and It would stop stroking. A blockage of the vent could keep the diaphragm down with minimal stroking which gradually increases as pressure bleds back into the vented section of the engine pump.

The jet or turbine powered car dream is alive and well.

I have had the carburetors flood out the vents tubes a few times on the thruster 582 while at low idle on a down hill taxi. My electric fuel pump pressure is a little high and am changing the pump to a facet FEP42SV, 1.5 to 4psi. Other reasons for flooding, carbs shaking at low idle and or heavy floats.

Find flight data recorders on june 13 and 16, fly them to Delhi on June 24 for investigation. Seems like an unnecessary delay.

Brendan, the POH for my 1963 Beechcraft 23 always calls the electric fuel pump the boost pump. It does this in the normal and the emergency sections of the manual. In the event of engine failure BOOST PUMP ON and change tank is first in the list. The engine pump can supply enough fuel pressure at all times unless there is a mechanical pump failure, vapour lock, partial blockage or air in the system due to a dry tank selected, the BOOST pump can over come these issues. I will continue to call the secondary, electric, backup, other pump the BOOST pump in any aircraft I fly. Unless it is an iS rotax, then it is pump A and pump B.

Regarding your posts that the carburetor engine still receives adequate flow even at low fuel pressure, I TOTALLY AGREE, however to say the fuel pressure gauge is in error sometimes makes no sense. How can it be in error sometimes? Is your fuel pressure on the ground, Boost pump only the same as while flying, engine pump only? In a tecnam /912 I have been flying lately they are the same. Turning off the boost pump in flight results in zero change in fuel pressure on the mechanical fuel pressure gauge. Below is a 912 fuel pump. A blockage in the vent line might explain your pressure rising over a minute or two. The little spring controls fuel pressure and should immediately take over from the boost pump unless perhaps the diaphragm is being held down and not able to stroke.

When aircraft hit the ground hard like this one has they often bounce back into the air and make a second hit some 10-20 metres away. It looks to have flipped over as well.

How would the fuel pressure gauge know that you had just turned the boost pump off and then decide to indicate a lower pressure for 1 to 2 minutes? It must be a very clever or mischievous one, or it might just be showing what is actually happening.

Less prop noise. Hartzell have moved on to Scimitar blades now. End of the blades is a swept wing to reduce noise as the tip approaches the speed of sound.

Q tips on a PA30 with a great rego, it was at old station this year.

From casa. Email [email protected] with your aircraft type, registration mark, serial number. Ask for a hex code. Or if you are VH reg you can see your hex code on flightradar24. Just enter your reg.

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Laptop, software and a data cable. At aviation prices they might have even got a spare set.

Not sure about the live rat idea. If a rat started chewing on the wires in a canbus or digital type system there would be error messages, many error messages before takeoff. Left and right side of the aircraft are two essentially separate systems. Synchronised left and right side rats? anything is possible. The aircraft was 12? years old so would have been through many inspections.