X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 01 Oct 2007 18:43:46 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m28.mx.aol.com ([64.12.137.9] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTP id 2362372 for lml@lancaironline.net; Mon, 01 Oct 2007 13:09:29 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.9; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m28.mx.aol.com (mail_out_v38_r9.2.) id q.c20.205bb078 (65098) for ; Mon, 1 Oct 2007 13:08:09 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 1 Oct 2007 13:08:09 EDT Subject: Re: [LML] Gascolators X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1191258489" X-Mailer: AOL 9.0 VR sub 165 X-Spam-Flag: NO -------------------------------1191258489 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Charlie, et al, One of the reasons that the Lancair 200/320/360 "header tank" fuel system can be considered "advanced" is because it has only 1 main fuel tank (header) that feeds the engine and 2 aux tanks to re-supply the main. This feature certainly allows one to easily meet many of the regulations that you referenced. My installation uses an old style gascolator (Cessna type) with the ability to activate the drain remotely - i.e. a cable pull available thru the oil filler access door. I like it because it allows for back flushing the filter in the gascolator each time engine oil level is checked. The header sump drain is a little more difficult to get to as it is located in the nose wheel well and I have become girth challenged. Just think, with one main tank there is no selector valve to put in the wrong position or commit a John Denver. Top-ups generally only fill the aux tanks so that the next takeoff is going to use the good fuel taken from the same tank as that used for the last successful landing. Ah, safety thru simplicity. Of course, if the builder has provided a system to keep the header always full by simultaneously pumping from both aux tanks, lateral trim doesn't change at all during the entire flight. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Darwinian culling phrase: Watch This! ************************************** See what's new at http://www.aol.com -------------------------------1191258489 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Charlie, et al,

One of the reasons that the Lancair 200/320/360 "header tank" fuel= =20 system can be considered "advanced" is because it has only 1 main fuel tank=20 (header) that feeds the engine and 2 aux tanks to re-supply the=20 main. This feature certainly allows one to easily meet many of th= e=20 regulations that you referenced. My installation uses an old style=20 gascolator (Cessna type) with the ability to activate=20 the drain remotely - i.e. a cable pull available thru the oil fill= er=20 access door. I like it because it allows for back flushing the filter=20= in=20 the gascolator each time engine oil level is checked.

The header sump drain is a little more difficult to get to as it i= s=20 located in the nose wheel well and I have become girth challenged.

Just think, with one main tank there is no selector valve to put i= n=20 the wrong position or commit a John Denver. Top-ups generally only fil= l=20 the aux tanks so that the next takeoff is going to use the good fuel ta= ken=20 from the same tank as that used for the last successful landing. Ah,=20 safety thru simplicity.

Of course, if the builder has provided a system to keep the header alwa= ys=20 full by simultaneously pumping from both aux tanks, lateral trim doesn'= t=20 change at all during the entire flight.

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

Darwinian culling phrase: Watch=20 This!

See what's ne= w at AOL.com a= nd Make AOL Your Homepage.

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