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New Gear Pumps
- Thread starter jrichards
- Start date
Kerrville, TX
- Aircraft Year
- 1979
- Aircraft Type
- 114A
- Reg Number
- N527GT
- Serial Number
- 14528
WestMarine
So which pump from West Marine is in our planes?
Glendale, AZ
- Aircraft Type
- 112TCA
- Reg Number
- N91GM
- Serial Number
- 13184
Just a joke - although they are the same pumps they are not approved for aviation applications.
Although if somebody wanted brushes, the motor cap or a new motor???
Although if somebody wanted brushes, the motor cap or a new motor???
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Probably a better pump than the $3000 pump that's in your plane, and a direct bolt- up! FAA say "no bueno"
https://www.dbelectrical.com/products/tilt-trim-motor-bmw-mercruiser-volvo-penta-6217-pt440.html
Kerrville, TX
- Aircraft Year
- 1979
- Aircraft Type
- 114A
- Reg Number
- N527GT
- Serial Number
- 14528
That really is my pump!!! Incredible.
Romeo, MI
- Aircraft Year
- 1975
- Aircraft Type
- 112/A
- Reg Number
- N1369J
- Serial Number
- 369
Those flying retractable gear velocity. burkut's, long ez's and E-Racers would install 12 volt hydraulic pump units for the gear retraction. I don't think any of them spent over 300 dollars for systems that have been running for over 20 years. Plus they all had over center locking that was spring loaded so you just released the Hydraulic fluid dump valve and the gear would gravity drop and lock. The certified world manufactures make lots of money for using off the shelf parts they get TSO'ed amd PMA'ed.
Something like this is less than $230.00 1000 PSI, 12V, 3qt supply, 2GPM, 13.8 Amps weighs 17 lbs. I think in the next few years the certified aircraft is going to be using a lot of non certified parts. Waiting on the first lawsuit that goes after manufactures allowing non certified parts to be flown IFR like all experimental EFIS (Dynon, GRT, Advanced and MGL) and avionics and why we must use certified at 4 times the cost but they allow non certified to fly in the same skies and use the same approaches. its a double standard that I believe will change very soon. Dynon and Garmin sell us products at 3 AND 4 TIMES THE COST OF WHAT THEY SELL THE exact same products to experimental flyers that use them for the same purpose. If its good for one aircraft to fly IFR across the country it should be good for another. After all, its the same parts in every way, right down to the last diode on the circuit board.
Something like this is less than $230.00 1000 PSI, 12V, 3qt supply, 2GPM, 13.8 Amps weighs 17 lbs. I think in the next few years the certified aircraft is going to be using a lot of non certified parts. Waiting on the first lawsuit that goes after manufactures allowing non certified parts to be flown IFR like all experimental EFIS (Dynon, GRT, Advanced and MGL) and avionics and why we must use certified at 4 times the cost but they allow non certified to fly in the same skies and use the same approaches. its a double standard that I believe will change very soon. Dynon and Garmin sell us products at 3 AND 4 TIMES THE COST OF WHAT THEY SELL THE exact same products to experimental flyers that use them for the same purpose. If its good for one aircraft to fly IFR across the country it should be good for another. After all, its the same parts in every way, right down to the last diode on the circuit board.
Romeo, MI
- Aircraft Year
- 1975
- Aircraft Type
- 112/A
- Reg Number
- N1369J
- Serial Number
- 369
Just tossing this out to the forum. I have been doing lots of reading on the Commander gear system hydraulics. It looks like the pressures needed to operate the fleets gear ranges from 500 to 2100 PSI. That is a very easy target to hit when selection a new low-cost hydraulic system. I am going to purchase some power pack components that have been proven in the commercial and marine industries and put together a bench test that simulates our required operating pressures using accumulators to pressurize against.
The end goal is to engineer a cost-effective replacement pump (under 1000 dollars) that will be a drop in replacement. Same AN fittings in the same locations, same circuitry and the same real-estate that our Prestolite pump uses. I believe this can be done very inexpensive and in a reasonable time frame. I am not recommending that anyone purchase one of the new owner supplied pumps. I am just going to make it available as a demo unit for those that want to see how it works and fits.
I don't know why someone hasn't invested the time to move forward with this needed solution? It should have gotten a lot of traction at the replacement cost of a 50 year old relic pump assembly. Our half century old Prestolite pump is so overpriced that is basically criminal extorsion for a new one or even to overhaul it.
I like the idea of using the PT 440 housing and motor as I am sure they share our DC motor assembly with a new polymer housing. The pump assembly can be machined very easily and duplicated just like "Identical" to Prestolite's. Reverse engineered to be almost a carbon copy with improvements in areas that are needed.
The end goal is to engineer a cost-effective replacement pump (under 1000 dollars) that will be a drop in replacement. Same AN fittings in the same locations, same circuitry and the same real-estate that our Prestolite pump uses. I believe this can be done very inexpensive and in a reasonable time frame. I am not recommending that anyone purchase one of the new owner supplied pumps. I am just going to make it available as a demo unit for those that want to see how it works and fits.
I don't know why someone hasn't invested the time to move forward with this needed solution? It should have gotten a lot of traction at the replacement cost of a 50 year old relic pump assembly. Our half century old Prestolite pump is so overpriced that is basically criminal extorsion for a new one or even to overhaul it.
I like the idea of using the PT 440 housing and motor as I am sure they share our DC motor assembly with a new polymer housing. The pump assembly can be machined very easily and duplicated just like "Identical" to Prestolite's. Reverse engineered to be almost a carbon copy with improvements in areas that are needed.
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I had my First HPS failure after 1000+ hrs in my second new 114AGT Commander , the E-Valve saved the day . Going forward things did not go well and I never got more than a couple of hundred hours from an overhauled HPS . I have tried different shops to no avail . 1000+ indicates that the design is good ,considering what was available in 1970 and I am convinced that shoddy workmanship and perhaps failure to totally purge the system before installing the overhauled HPS are responsible for the short cycle time of 5x replacements in the next 900+ hrs. As Neal mentioned in his post extreme temp are also not helpful (Challenger Effect) . Cox Aerospace overhauled the current HPS , talking with Brian , they may have figured out a few things .
Juergen Koehn
Juergen Koehn