Aux. Fuel Pump Question

[Dutch]

I'd say that the pumps would be checked prior to each flight or at least daily. The newer 172's I used to fly were checked during engine priming. We used the pump for priming prior to start and the pump operation was obvious (both audible indications and fuel flow meter). The PA44's were the same, could hear the pumps operating prior to engine start.

Dutch

 

[JB74]

Ah, good point. Its 2:00 am and I think my brain already went to bed without me.

 

[Kream926]

not just that but dont you check for increase in fuel pressure during run-up with the aux pump on. i do, and i think poh checklist sais so too. and mini, how on gods green earth did you do a checkride in an RG with no rudder and how the hell did you enter those manuevers correctly? i dont have a PTS around but if im not mistaken it sais to enter manuevers coordinated?

 

[indianboy7]

I don't know which seneca you're flying, but in the seneca III that I fly, putting the boost pumps to "low" makes the mixture too rich and the engines starts stumbling and running rough.......put them on "high" and the engine loses power and almost quits because of too much fuel.....who'da ever thought you'd have to worry about that???.......

 

[nosehair]

It's all about the training, gents. The training. Training a habit pattern.

Gear up. Pumps off. Cowl flaps closed on level off.
Gear down. Pumps on. Cowl flaps as appropriate.

'Round and 'round the pattern repeating those moves until they are automatic.

Sure, once you have the automaticity drilled in, then you can, and should, begin to think about each movement, and tailor to the specific environment.

Most people, however, barely get enough training time in a complex or multi to go beyound the rote automatic to think or get into the "other than checkride stuff'.

If you were trained initially in a retract, and your instructor/ airplane owner wanted to save wear & tear on the gear and made you do the patterns INITIALLY leaving the gear down all the time, you would be set up to land gear up later when you were PIC and had actally raised the gear.

And experience teaches us that doing a critical motion just a few times may not be enough to really drill it in. Of course this varies with each individual. Do you want to bet your life on being able to "remember".

Don't you think it is better to over-do than under-do?

Training. That's all it is.

 

[DrewBlows]

I don't know which seneca you're flying, but in the seneca III that I fly, putting the boost pumps to "low" makes the mixture too rich and the engines starts stumbling and running rough.......put them on "high" and the engine loses power and almost quits because of too much fuel.....who'da ever thought you'd have to worry about that???.......

My guess is that he's talking about a Seneca I, which has the Lycomming IO-360's. I believe the POH says to turn the pumps on for take-offs and landings.

 

[BYUFlyr]

My guess is that he's talking about a Seneca I, which has the Lycomming IO-360's. I believe the POH says to turn the pumps on for take-offs and landings.

Yep... It's the Seneca I

 

[BYUFlyr]

It's all about the training, gents. The training. Training a habit pattern.

Gear up. Pumps off. Cowl flaps closed on level off.
Gear down. Pumps on. Cowl flaps as appropriate.

I'm not talking about omitting them from the checklist, just verifying that they're appropriately set for the current conditions instead of blindly flipping the switch or ducking under the quadrant to automatically close the cowl flaps.

Does this make sense?

 

[MTpilot]

Nosehair Is Wise!

Nosehair knows. It's not about saving money on pumps and lights, it about you getting accustomed to pulling all the knobs and switches the right way at the right time, Don't let some jacka$$ try and do training in a retract with the gear down all the time, it's just stupid.

 

[Chiller]

It's all about the training, gents. The training. Training a habit pattern.

Gear up. Pumps off. Cowl flaps closed on level off.
Gear down. Pumps on. Cowl flaps as appropriate.

'Round and 'round the pattern repeating those moves until they are automatic.

Sure, once you have the automaticity drilled in, then you can, and should, begin to think about each movement, and tailor to the specific environment.

Most people, however, barely get enough training time in a complex or multi to go beyound the rote automatic to think or get into the "other than checkride stuff'.

If you were trained initially in a retract, and your instructor/ airplane owner wanted to save wear & tear on the gear and made you do the patterns INITIALLY leaving the gear down all the time, you would be set up to land gear up later when you were PIC and had actally raised the gear.

And experience teaches us that doing a critical motion just a few times may not be enough to really drill it in. Of course this varies with each individual. Do you want to bet your life on being able to "remember".

Don't you think it is better to over-do than under-do?

Training. That's all it is.

Maybe that "Critical Motion" you mention might be to read the checklist.