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  TCM Fuel Flow Set Up Resources

 

 

The above picture shows the fuel system for my IO-470L right engine just after complete overhaul. This fuel system had 1900 SFRM in 1999 on it and was definitely tired from the slop in the shaft and wear in the throttle arm (shown below). The rubber diaphragm in the flow divider was very stiff.

 


 

Below is a photo of the servo internals (not mine), that is mounted onto the throttle body.

 

 

 


 

These components work very hard to feed your engine and if you are going to blast past any published TBO numbers, give them the respect they deserve. If all the inside parts of your engine have been friends for a long time and have come to like each other, then extending your engine service with component overhauls such as this could be a good move for you. Don't forget to do all new hoses!

 

 


 

Below is a picture of an IO-470L Romec fuel pump that came off my left engin. Removed in May 2013 after 1400 hours TIS as a result of a deep dive into the back end of the engine to repair a broken exhaust support stud that sits in the bottom of the intake plenum in the base of the throttle body .

 

 


 

Below is a picture of the fuel pump shear pin that is designed to break if anything nefarious happens in the pump to save the engine driven gears from damage. Of course you will be a glider at that point but that is what a boost pump is for!

 

 


 

The left engine fuel pump below was overhauled in 2013. Below is a picture of the overhauled pump re-installed into the engine

 

 


 

This is where your mechanic would adjust the high side fuel flow of the pump, using the updated Continental SID.

 

 

 


 

Below you will see the impetus for all the left engine work in 2013 - the broken exhaust hangar stud at the base of the throttle body plenum. The airbox and throttle body had to be removed to allow access for the stud extraction. My mechanic Dave had this piece extracted in about 35 minutes! The reinstallation, however, was another matter entirely! The tight space and lots of little connections and routings to consider were very tedious. Anything to do with removing the airbox on a B55 Baron is going to be quite a chore - so be prepared if you set out to tackle it.

 

 

After fitting the newly overhauled pump and fresh hoses we were ready to fire it up and set the fuel pressures/flows. When I think about it, all this work resulted because of a broken exhaust hangar stud. Because of the age of the hoses and the time on the fuel pump, I'm actually pleased that this issue surfaced which allowed for a good freshen up of critical components at the back of a fine running 1400 SMOH engine.

 

This is the stamped nut that simply shredded apart after 48 years and caused all this rebuild - a blessing in disguise, because it caused much closer inspection of things that are difficult to inspect properly. My takeaway is to never curse something that causes you to dig deeper into things that are difficult to get at, you may find things that need attention.

 

These are now replaced with much more robust 12 point self-locking AN fasteners (see one in above picture).

 

 


Below are some helpful links that will guide you in doing this rather complicated and somewhat convoluted process.

 

The latest TCM Fuel flow procedure is SID97-3E. This is the guiding principle document for the engine fuel flow set up.

 

Here is a picture of an awesome set of Fuel Flow Set Up gauges built up by Pedron Aircraft Works in Denton, TX 940-453-5324. And no, this would not be their first rodeo with these gauges. I saw them set up a C414 new fuel pump in about 45 minutes with this set up on the wing!

 

 


 

Below is an image showing where to "T" the gauge for your metered fuel flow.

 

 


 

Mike Busch's Savvy Aviator article on the Fuel Flow Set Up is HERE

 

A primer on continuous flow fuel injection systems is HERE

 

An article in Aviator Pros website (formerly AMT Online) is HERE

 

Probably the best resource for doing the set up, in my humble opinion, is the Aviator Pros 5-Part video series. Part 5 is the typical warning that makes the lawyers happy.

 

Part 1

 

Part 2

 

Part 3

 

Part 4

 

Part 5

 

 


 

Below is a picture of an in-flight B55 pump fitting failure that was successfully saved by employing the boost pump during a missed approach! Thank goodness the spewing fuel did not catch fire on the hot exhaust pipes below the fuel pump.

 

This fellow will no doubt be doing a fuel flow setup in the near future.

 

Read the entire BeechTalk thread on this in-flight failure HERE.

 

 

So there you have it, some of the best resources for setting up your Beechcraft TCM engine's fuel system. All in one place for the CSOBeech visitor!

 

 

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