Quote:
Originally Posted by airguy
Not to sway your decision - but in the (granted, relatively unlikely, but extremely ugly) chance of a vapor lock scenario on approach, you have the additional tool of the purge valve to flush fuel through the pump, delivery lines, and injector body for a few seconds to purge the vapor bubble and regain power.
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Uh... not a good idea to pull the purge valve in flight unless you want ad hoc glider lessons... Use the electric boost pump during takeoff and landing phases to prevent any unlikely vapor lock conditions and to provide redundant pump operations.
AFP recommends engine shutdown be done using the purge valve as it kills system flow and pressure immediatly. By design, this saves wear and tear on the servo mixture plates/mechanism, as there is always a small bit of fuel flow there to lubricate the parts. So use of the mixture control for engine shutdown is not all that effective.
I would also second that AFP has excellant customer service. Don is always accessable to discuss any issues or make recommendataions. The only other recommendation is to add a return spring to the purge valve, so that an in flight purge valve control cable breakage doesn't cause engine shutdown.
After flying both AFP and Bendix/RSA/Silverhawk injected machines, they all have their own slight idiosynchrasies for cold and hot starts. Both are easily learned with a little procedure review and instruction.
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