- Service
Bulletin SB-001: Fuel Pump Replacement
8/21/02 [PDF 1.3MB]
Compliance is required
immediately
Applicability: Any AC/Lycoming (or Ray-Jay/Rotormaster
modified) diaphragm type fuel pump overhauled or repaired by Aero
Accessories, Inc. included in the following list: Model numbers
40174, 40295, 40296, 40595, 41234, 41270, 41271, 41272, 41452,
41617, 41812, 75246, 75247, LW14282, LW15399, LW15472, LW15473,
LW16335, LW16775, LW16947, 103396-01, 103586-01, RJ4033, R00253-2,
R00253-501, R00253-502. Serial numbers 91K 073 through 91K 125.
All serial numbers beginning with prefixes 91L, 92A, 92B, 92C,
92D, 92E, 92F, 92G, and 92H 001 through 92H 146.
- Service Bulletin
SB-002:
High Pressure Fuel Pump Replacement
2/25/93 [PDF 1.3MB]
Compliance is required
immediately
Applicability: All High Pressure AC/Lycoming diaphram type fuel pumps serviced or overhauled by Aero Accessories, Inc. beginning June 18, 1991 through November 24, 1992, installed on either certified or experiemntal category aircraft, included in the following list:
Model 41234 Mfg: AC Serial #: 91F006-92E050
Model 41234 Mfg: AC Serial #: 92E052-92K058
Model 40296 Mfg: AC Serial #: 92B002-92I155
Model 41812 Mfg: AC Serial #: 91L142
Model LW15473 Mfg: Lycoming Serial #: 91K049-92I151
Model ROO253-501 Mfg: Ray-Jay Serial #: 92D136-92J016
Model ROO253-502 Mfg: Ray-Jay Serial #: 92D120-92H075
Model 103586 Mfg: Ray-Jay Serial #: 92J024
- Service
Bulletin SB-003: Vacuum Pump Replacement
9/15/05 [PDF 1.1MB]
MANDATORY service bulletin - compliance is required
immediately
Applicability: New vacuum pumps manufactured
by Aero Accessories, Inc. model number AA33216CW (new pumps),
serial numbers N31670 through N34175 inclusive (except serial
number N33994); and Airborne pumps model 216CW overhauled
by Aero Accessories, Inc. with sierial numbers 36735 through 40087
inclusive (except for serial numbers 34865, 38506, 38510,
38512, 38513, 38514, 38516, 38517, 39509, 39965 through 39972,
and 40003 through 40020). These pumps were manufactured between
March 1, 2005 and August 11, 2005.
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Aero Accessories has prepared a set
of Service Letters to help you maintain your products.
Service Letters require Adobe
Acrobat Reader™.
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Aero Accessories has prepared a set
of Service Information sheets to help you maintain your products.
Service Instructions require Adobe
Acrobat Reader™.
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Q: Which Dry
Air Pump is correct for installation on my aircraft?
A: Please refer to the application
charts on the Dry Air Pumps pages
to find the correct pump for your aircraft. If you or your mechanic
will supply us with the aircraft make, model and engine type, we
will be happy to provide you with the applicable pump for your aircraft
(call 1-800-822-3200 or e-mail pumps@aeroaccessories.com).
Back to FAQs
Q: Is an overhauled
Dry Air Pump as good as a new pump?
A: We can only speak for our own overhauled pumps
since we have no control over the quality of other overhaul shops.
Before Aero Accessories, Inc. offered an overhauled pump, we spent
more than a year in research and testing to determine what was required
to produce a quality overhauled pump which would last as long as
a new pump producing the vacuum or pressure required for aircraft
application. In 1984 Aero Accessories, Inc. had its overhaul process
specification approved by the FAA and began offering quality overhauled
vacuum pumps to general aviation. We take great pride in our state
of the art overhaul facility, and produce the best overhauled pump
on the market today. Over the years we have acquired FAA-PMA's for
all component parts of the Dry Air Pumps, and have supplied replacement
parts to all overhaulers world wide.
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Q: When I start
my engine the vacuum gauge reads zero vacuum, but as the engine
RPM increases, the gauge will indicate vacuum. What causes this?
A: The carbon vanes inside the pump are sticking in rotor
slots. Oil or solvent has entered the pump either from a bad oil
seal in the engine case at the pump mounting area, or from pressure
washing the engine with an oil-based solvent (spraying directly
on the pump). The oil or solvent will work its way up into the pump
through the drive end, mixing with graphite dust and turning into
a paste like material.
A Dry Air Pump is just that: DRY. As the carbon rotor and vanes
wear, they produce graphite dust which lubricates moving internal
parts of the pump. When oil or solvent mixes with this graphite
dust, it keeps vanes from moving freely in their slots and they
stick. At low engine RPM, the vanes are recessed in their slots
and create no vacuum, but as engine RPM increases, centrifugal force
slings the vanes out, allowing them to grab air and create vacuum.
Once a pump has become contaminated, its life expectancy is extremely
short. The cause of pump contamination should be determined and
corrected and the pump should be replaced as soon as possible.
Back to FAQs
Q: What procedures
should be taken when replacing a failed pump?
A: (1) A correctly functioning pump creates a vacuum
in the system lines, so when the pump fails (due to wear or from
FOD which has entered pump) the carbon rotor and vanes break into
very fine pieces which can be sucked back up into the inlet hose.
It is very important to remove the inlet and outlet hoses from the
aircraft and clean them out thoroughly, making sure to remove all
particles. It is imperative to clean the entire system after a pump
failure. By doing so you will eliminate the chance of premature
failure by your new replacement pump as a result of carbon FOD from
a previously failed pump entering your new system.
(2) After you have installed the new replacement pump, check and
make sure the aircraft vacuum system is working properly. A faulty
regulator , dirty vacuum pump filter, or a crimped or partially
collapsed hose which causes a restriction in the system can force
to pump to work harder, causing premature failure.
(3) If your aircraft engine is high time, go ahead and replace the
oil seal in engine case where the pump mounts. The area could be
dry now, but the seal could start leaking in just a few hours causing
oil contaminati on in your vacuum pump, making it inoperable. Less
than $10 dollars spent here could save you hundreds of dollars later.
Back to FAQs
Q: I
frequently need to replace my Dry Air Pump. What could be causing
this?
A: 1. Check your hoses to make certain that they are not
collapsed or kinked.
2. Replace the system filter(s). A dirty or clogged filter will
cause the pump to work significantly harder than normal and could
cause premature failure.
3. Make sure that you have the correct pump installed on your aircraft.
4. Make sure that no oil contamination is entering the pump.
Back to FAQs
Q: Which
Fuel Pump is correct for installation on my aircraft?
A: Please refer to the application charts on the Fuel
Pumps pages to find the correct pump for your aircraft. If you
or your mechanic will supply us with the aircraft make, model and
engine type, we will be happy to provide you with the applicable
pump for your aircraft (call 1-800-822-3200 or e-mail pumps@aeroaccessories.com).
Back to FAQs
Q:
I have just installed my new Fuel Pump and my engine will not start.
Why?
A: A common cause for this problem is fuel starvation due
to improper installation of the fuel pump. Make sure that the fuel
lines are not crossed; that is, the inlet line should be connected
to the inlet side of the pump (marked "IN" on the top
of the port) and the outlet line should be attached to the fuel
pump outlet port. Fuel should be present at the inlet side of the
fuel pump.
Improper installation of the fuel pump may
result in a misalignment of the operating lever with the operating
plunger in the accessory case. If so, there will be no movement
of the lever and no pumping motin to profide fuel flow. If misalignment
is found upon removal of the pump, the lever is probably damaged
or broken. If misalignment of the operating lever has occurred,
it will require inspection and repair by a qualified technician.
If you would like to have Aero Accessories, Inc. perform repairs
on a broken or misaligned lever, please contact us at 1-800-822-3200,
Mon.-Fri., 8am-5pm Eastern Standard time, or e-mail us at repairs@aeroaccessories.com
Back to FAQs
Q: What is causing
the fuel (or oil) to leak from my Fuel Pump drain line?
A: Leakage of fuel or oil through the fuel pump overboard
drian line indicates a worn or ruptured diaphragm inside the fuel
pump. The fuel pump should be replaced before further flight.
Back to FAQs
Q: What is causing
my fuel pressure to fall below the "green arc"?
A: The most common reasons for low fuel flow/pressure are
the following:
1. A worn or broken O-ring on the inlet side fuel fitting can cause
an inlet suction leak. An inlet air leak will result in low Fuel
Pump output pressure.
2. A weak operating spring in the Fuel Pump diaphragm assemply;
3. A worn fuel pressure gauge;
4. A clogged fuel vent or fuel cap;
5. A constriction in a fuel line either externally (a kinked hose),
or internally (due to a collapsed hose lining).
6. Wrong fuel pump for the installation.
Back to FAQs
Q: What is
causing my fuel pressure to fluctuate?
A: Fluctuating fuel pressure can be the result of the following:
1. A worn fuel pressure gauge;
2. A worn or broken O-ring on the inlet side fuel fitting;
3. A defective fuel selector valve (boost pump may labor);
4. An obstruction in the induction system (air intake);
5. A clogged or dirty fuel strainer;
6. Foreign material inside the fuel body (such as fuel cell sealant,
thread sealant, or a drill shaving).
Back to FAQs
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Our Customer Service Technicians look forward
to assisting you with your Fuel Pump or Fuel System inquiries. Call
us today at 1-800-822-3200 or e-mail us at questions@aeroaccessories.com--
we will be glad to help |
"Our Customer Service Technicians look forward to assisting
you with your Fuel Pump or Fuel System inquiries. Call us today
at 1-800-822-3200 or e-mail
us -- we will be glad to help"
Toll Free:
1-(800)-822-3200
Phone: 1-(336)-449-5054
Fax: 1-(336)-449-5461
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