Replies to This Discussion

Permalink Reply by Bob Pustell on August 26, 2009 at 3:56pm

The best bet would be to use two electric pumps, one of which is hotwired and is the backup unit, as suggested by Roger. My only extra suggestion would be to not limit yourself to the pumps used in Cherokees since anything that goes on a certified airplane gets expensive. I had a Grumman Tiger years ago and it used an electric pump to back up the mechanical pump. It was a Facet, FAA-PMA version, approved for use in the airplane. The exact same pump for automotive use was a hundred dollars less. It was not a similar pump, it was the same pump but without the FAA-PMA sticker on it.

William Wynne recommends a pair of Facet FP-40108 electric fuel pumps for the Corvair installation and they would work fine with your Continental. They are automotive and also the latest and best technology. The approved units for aircraft are older technology units that weigh more and are less durable, but due to certification hassles are still what the Cherokees and Tigers and such are using.

By the way, with the FP-40108 pumps you can put them in series. The modern design allows them to be in series and only have one on and the other pump will get pumped or sucked through. If you have them in parrellel you will need check valves and other complications to keep the operatating pump from backflowing through the not operating pump.

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Permalink Reply by Brenda Smith on August 27, 2009 at 6:39am

Thanks for the advice.

Brenda

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Permalink Reply by Doug Dugger on August 28, 2009 at 3:00pm

Brenda

Hi if you do not want a in series pump set up you can simply run one pump per fuel tank i have that set up on my 0200A powered 601xl and it has been runing good for over 300 hrs. I put one pump inside on the floor between fuel tank and fuel valve[per side] so i do not have a back flow problem. You do need a switch to toogle between pumps and two separate electrical runs to the pumps I use a 3way unit and separate lights to show power on or off to each unit. I also never run one tank empty always have at lest 3 gals left when I switch over to the second pump and tank. in case it does not fire up i can swith back.

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Permalink Reply by Bob Pustell on August 28, 2009 at 10:07pm

If you do choose this arrangment, and it does work and work well, I would very strongly suggest that you use aircraft grade metal plumbing and fittings for the plumbing, not the standard flexible fuel line with hose clamps arrangement. That will at least minimize the chance of a leak.

The down side to this arrangement is that you will have fuel under pressure in the cockpit. Not conducive to long term health in the event of a plumbing leak. Having the pumps in the engine compartment means the fuel is being sucked through the cockpit and is not pressurized until it is in the cowling. If you get a leak in the cockpit fuel plumbing, air will suck into the leak instead of fuel under pressure squirting out.

Options, choices and trade-offs. That is what aircraft construction is all about.

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Permalink Reply by Kenneth Lilja on August 29, 2009 at 11:12am

I plane to use 2 electric pumps, possibly of different models (less likely to quit at the same time due to age).
I could have the case machined to accept the pump but the gear to drive it is close to $900.00. I would use one pump for starting and the other pump for flight. Possibly both for takeoff. (the carb can only handle up to about 6 psi) I would alternate starting and flight pumps every flight to even out use. Running on one pump in flight assures that any failure would be detected.
I plan to use a B&C rear mounted alternator and the spline driven on the vacuum pump pad. Also 2 smaller batteries with dual buses. It will be an all electric airplane.
Ken Lilja

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Permalink Reply by Charles L Smith on December 4, 2009 at 4:47pm

Howdy! No you can not use the vacuum pump location on the O-200, that pad will be blocked off and
is in the way of the cowl, smile.

The O-200 case can be sent out for 100.00 to Divco to have the pump pad cut on the case half...

Then find your self a fuel pump part number 40585 (350.00) and a cam part number 628421 (450.00).
This is in the O-200 parts catalog form X-30011A. Aircraft specilities Service may have a Yellow tag
availiable...

The backup is an electric one, see the plans.

Chas

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Permalink Reply by Charles L Smith on December 4, 2009 at 10:28pm

I have also decided to go with a O-200 A continental engine. I have all my parts yellow tag and ready to assemble.
When you decide to go with the O-200 A engine you have to give up the vacuum pump! In doing so you have to get
a electric pump for you steam instruments? Yep, you go thru a little hell to get the fuel pump and the fuel pump
pad cut but you lose the vacuum pump pad anyhow because of the cowl design! Yep the O-200 A has hydrolic
lifters!

Another solution is to look at the Lycoming O-235 L2C - American Aircraft engine! 125 HP and the assy case is on the back of the engine; you can place fuel pump, vacuum pump and another assy if neeeded. There are many cores and assy cases availiable. The only draw back is that the lifters are solid. You have to wip out the old feeler gauge and adjust it by hand, but you will know your engine! It should cost you about 9500.00 for all the yellowtag parts if you buy cores and sent them in for overhaul (certification) including cylinders & mags!
Make sure you get a written gurantee & pay by paypal... Have your local A&P assemble it before your eyes for
about 2000.00 or less if he is your friend.. Good luck. You can search the net for a copy of the parts manual...

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Permalink Reply by Floyd Wilkes on December 8, 2009 at 6:34pm

Why do you have to give up the vacuum pump? My O-200A has the vacuum pump adapter installed.
I did not use it, but it is installed. If used, it would require a minor mod to the cowling to make it fit but no big deal.
Back to the original question, I used two electric pumps in series. The pump that came in the kit puts out less then 4 psi. Two in series with the engine running only develop about 5 psi. No problem on the O-200.
One pump with full power only shows about .5 psi on my Dynon 180 but the engine runs just fine.

Floyd Wilkes
601XL O-200 75 hours of happy flying. Wings now apart for mod

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