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Post by roger on Sept 10, 2015 17:22:31 GMT -9
Anyone else seen premature failures of Hartzell 200F series pumps for our airplanes? We changed both on our airplane at ~700 and ~900 since overhaul due to leakage out the seal cavity drain. In both cases there was no visible leakage with the engine or the emer pump running, but if the airplane was left sitting with the fuel turned on it would leave a nice stain on the ramp overnight. Are the Romec RG series pumps generally better?
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Post by navajoflyer on Nov 29, 2015 12:11:18 GMT -9
We have had that problem with both the Romec and Hartzell pumps, even though they each use a different type of seal. Ours occurred at much higher hours,~1400 and ~1500 which was particularly irritating since they had to be changed so close to overhaul time.
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Post by roger on Dec 9, 2015 10:24:51 GMT -9
We've changed 3 pumps between 2 engines in 1700 hours. Unacceptable. There is a gentleman at the Chicago ACO collecting data on these failures, hopefully they can put some pressure on Hartzell engine tech to get their crap together.
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Post by Tim Glubaskas on Dec 10, 2015 6:39:22 GMT -9
Roger - If you get a chance please post his info so others can also report right to him if it becomes a problem....
Sometimes seems like Malfunction/Defect reports get filed and forgot
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Post by roger on Dec 14, 2015 9:16:29 GMT -9
Christopher Richards, Chicago ACO. Christopher.J.Richards@faa.gov Relevant document: SAIB NE-13-36 |
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Post by roger on Jan 12, 2016 14:28:40 GMT -9
Another bit of info on this topic, Hartzell Engine Tech is backlogged building new pumps, the last one that failed I started the warranty process in early November and they are estimating shipping the warranty replacement January 29th. Aviall has one side in stock but not the other.
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Post by roger on Mar 15, 2016 15:16:32 GMT -9
I'm curious to know if the aircraft that prompted the fuel line to turbo mount clearance AD had had a fuel pump replaced in the field. With the pipe fittings on those pumps it's a real pain to get everything lined up right and then not have it leak. Much better if they can put it on at the factory and leave it undisturbed.
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Post by Tim Glubaskas on Mar 18, 2016 7:35:03 GMT -9
We have been getting pumps from lycoming with the fittings installed so they don't meet the 3/16 clearance.....will be complaining to them soon if they keep sending them like this
The plane that caused the AD was local to us - line leaked in flight and caused an engine fire
The fitting itself was twisted pretty bad and kinda crammed into the basket support
I am not sure but assume the guy that worked on it tried to adjust/tighten the fitting on the engine instead of removing it for a leak or whatever
Every pump we have in fleet will need to be adjusted to reach the clearance so we got a good supply of 545 on hand - it has been working decent so far for the ones we have done- have a breaker bar on hand :-)
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Post by Tim Glubaskas on Mar 18, 2016 7:37:43 GMT -9
 Made this several years ago and it's worth it's weight in gold for doing fuel and air pump fittings...... Looks rustic but works well |
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Post by roger on Mar 18, 2016 16:34:55 GMT -9
We have been getting pumps from lycoming with the fittings installed so they don't meet the 3/16 clearance.....will be complaining to them soon if they keep sending them like this The plane that caused the AD was local to us - line leaked in flight and caused an engine fire The fitting itself was twisted pretty bad and kinda crammed into the basket support I am not sure but assume the guy that worked on it tried to adjust/tighten the fitting on the engine instead of removing it for a leak or whatever Every pump we have in fleet will need to be adjusted to reach the clearance so we got a good supply of 545 on hand - it has been working decent so far for the ones we have done- have a breaker bar on hand :-) Ugh. We have a pair of new engines on the floor, we'll have to look and see if they meet it or not. The whole AD seems kind of bogus, like that should be standard practices stuff. We have been using a different seal product with good results, but I think we'll get the 545 since that's what Lyc calls for. I hate doing those pumps, there's just so many opportunities for guys who don't know all the gotchas to make a mistake (and I've made all of them). I really like your plate though, I think I'll have one of my guys make one up. I assume you're filing SDRs for the engines that come from the factory not meeting the clearance? |
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Post by Tim Glubaskas on Mar 19, 2016 6:03:36 GMT -9
We have just done a couple that are already in service so far - we will as we look over outer qec engine though
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Post by roger on Mar 24, 2016 14:02:12 GMT -9
I just checked our floor engines. The way they have the fitting indexed, there is no way to get 3/16" clearance AND have a hose routing that works with the exhaust and other components. As the SB advises we'll need to go more vertical.
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Post by roger on Apr 27, 2016 15:30:45 GMT -9
We set ours up vertical, but then when we went to build up the engine assembly found we had to re-index the fittings again just a touch back in the original direction due to interference from the throttle cable bracket, so pumps back off, fitting all the way out, new Loctite, and back together. Just FYI.
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Post by navajoflyer on Jun 10, 2016 4:16:21 GMT -9
Two items regarding 200F series pumps.
1. Lycoming is still back ordered on these, its been over a month and we still haven't gotten our warranty pump. I've called both our distibutor and Lycoming but it hasn't helped.
2. As far as the clearance on the left engine outlet, this seems to be a problem. I am thinking about installing an AN912 bushing and then an AN922-6 elbow, I think the bushing/elbow combination will move the line outboard enough to solve any clearance issues. Any thoughts on this?
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Post by navajoflyer on Jun 10, 2016 4:19:04 GMT -9
BTW Tim, I really like your fuel pump/ vacuum pump plate, we had one made for the shop.
It really helps when removing the fittings.
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