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Boost pump use in a Cirrus SR22T


FastEddieB
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For those who were curious, a thread on COPA was mentioned on ths forum, where 100Hamburger claimed he was clearly right and vindicated and the "idiots" on COPA were clearly wrong.

 

It's not that simple, nor black and white.

 

First, Cecil stated the boost pump would outlast the engine or airframe - I forget which. That is not necessarily true, and one member mentioned he was about to replace his pump for the third time in not a whole lot of hours. The point being that excessive use does seem to affect longevity, and that that should be considered when deciding when to use the boost pump.

 

Second, Cecil stated he was instructed to just leave the boost pump on all the time. Others have concurred that they were taught that as well.

 

The POH is kinda vague on the topic, just advising to leave it on as needed for vapor suppression. The general consensus is to leave it on in the climb, and then for 10 to 15 minutes at cruise before turning it off. My SR22 was not a turbo, but I always did that - after having one unexpected engine stoppage in the climb at 16,000', I would also wait until over an airport to switch the boost pump off and then watch the fuel flow like a hawk for any drop in pressure.

 

But someone pointed out that the boost pump says right on it: 

 

26894176003_4e4f7ee0c6_z.jpg

 

So, it would appear the factory instructor's instruction might be at odds with a manufacturer's warning, and Cecil has long been preaching that manufacturer's warnings and recommendations trump all else.

 

Like I said, no absolute right or wrong here.

 

My final takeaway is that its just absurd that in the 21st century you can spend the better part of a million dollars and still get a product so finicky that the engine may stop unexpectedly if the boost pump is not used "just so". Hard to imagine we'd put up with that in a car or motorcycle or virtually any other consumer product.

 

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For those who were curious, a thread on COPA was mentioned on ths forum, where 100Hamburger claimed he was clearly right and vindicated and the "idiots" on COPA were clearly wrong.

 

It's not that simple, nor black and white.

 

My final takeaway is that its just absurd that in the 21st century you can spend the better part of a million dollars and still get a product so finicky that the engine may stop unexpectedly if the boost pump is not used "just so". Hard to imagine we'd put up with that in a car or motorcycle or virtually any other consumer product.

 

Look Ed.  The experience on COPA is very bad for the community of owners - especially new owners who just invested nearly a million bucks in the product.  

 

Here on this site luckily there are guys like Roger and Anticept who do know the product and do give good information on the plane - I do not see that on the COPA site.

 

What I said was the use of the boost pump will outlast the plane (what a factory CSIP said to me) - how may have 10,000 hours on their planes or more specifically the engine?.    What I also said is the factory says to LEAVE THE BOOST PUMP ON during takeoff, ascent, and even in cruise and in the pattern and on approach to land.  And they do....what I got in saying that was ridicule and insults.   Then another new owner showed up on the Vapor thread and "Cecil is right" after getting told the EXACT same thing at the factory last week.

 

Worse?  The break-in on the new planes DOES NOT specify anything like 10 hours for the mineral oil change.  That is an absolute malicious thing to assert  (several of the COPA old timers are doing just that)....Continental and the factory say 25 is the target number of hours plus or minus 10 hours dependent on oil consumption and temperature variation.  Cirrus tells new owners on their way out the door that 25 hours is the target...and that is what I put on my plane and that is what the Cirrus Certified shop said to do before bringing it in for the 25 hour service.

 

This all started when I said the SR22T is flown 80kts over the numbersat 20% power as taught in transition training.  I got major heat right away from the same group...including you.  The POH says speed as required...the factory SPECIFICALLY trains the numbers I gave on the thread..  So who is to be believed the COPA crowd? Or the factory guys who design, build, and train how to fly THEIR products?

 

The factory knows about the problems over at COPA.  Guys putting out old and/or incorrect information and causing potential trouble for new owners....I am not interested in the problem - I don't get paid enough for it.   Right now Cirrus factory sends new owners to COPA....but personally, given my experience I think it's a mistake....

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  • 4 years later...

We recently purchased a new Cirrus 2019 full package SR22T. This past weekend I was preparing to start the engine and when I switched the high-boost on to prime it did not turn on. I tried low boost then back to high and nothing. After a few tries it did turn on for seven seconds giving me enough prime for me start the engine. 

After running the engine for a minute or so I was trying to figure out if the boost was working and if it were helping with the fuel flow though still on the ground. I turned the engine off and ran through start up again and the boost would not engage at all this time around. Flight was grounded and now waiting for the mechanic to come out today to access the issue. Wondering if the pump gave out or faulty switch? My curiosity is what would've happened if this were to have happened during take off and climb given we had 100 degree weather that day on the runway. How would a non-functioning electric pump do during the switch over of tanks during flight? Vapor suppression I suppose.

I am happy and blessed that this did happen on the ground and not in the air or my destination or the results might have been a lot more serious and costly. Hope you all can shed some light. 

Cheers

Armen

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