I have been flying AMT turbines since 2000, Mercury, Mercury HP, Pegasus, Pegasus SP, and AMT 400 all air start all installed with the same fuel supply arrangement as per manual from first Mercury manual in 2000, I have NEVER EVER had an inflight flameout on any one of them, but I do have an interesting bullet list that are absolutes in EVERY model setup concerning fuel management for me.

I dont care where pump is mounted from turbine, I generally have the pump in the tip of the nose as it weighs so much and use it as primary ballast for CG.

I always use 4mm rigid tygon as a one piece hose from PUMP to TURBINE longest run near 30" (it is ALWAYS solid fuel and never has air no matter length of storage time.)

I always use 6mm rigid tygon from BVM UAT to a Festo 6mm filter, then a 6mm Festo manual shutoff, then to the Fuel pump inlet. (it is ALWAYS solid fuel and never has air no matter length of storage time.)

I always use MIL Spec JP4 Norgren flex tubing of 3/16" ID to make all tank interconnects to the UAT barb, I have jets that used a single tank, to 5 tanks.

When setting up the tanks the final overflow(s) have proven the fuel flow restriction, as part of the debug process, I use 7.2VDC to power my fuel jug pump and do fills and defuels of fuel system through the UAT fill barb and observe the bulge and compression of the BVM UAT sidewalls, and adjust size of final tank vent outlet to correct for minimal movement during this fueling and defueling.

End of day IIMHO see that the 3/16" fuel line ID and a STOCK BVM UAT provides plenty of fuel flow for up to 40lb thrust, as evidenced by the end of flight shutdown process that shows AVG pump volts to range from 3.1 VDC on the Mercury to 4.8VDC on the AMT 400

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