X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 26 May 2011 12:39:33 -0400 Message-ID: X-Original-Return-Path: Received: from imr-da03.mx.aol.com ([205.188.105.145] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4995036 for lml@lancaironline.net; Thu, 26 May 2011 07:52:58 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.145; envelope-from=MikeEasley@aol.com Received: from mtaomg-da06.r1000.mx.aol.com (mtaomg-da06.r1000.mx.aol.com [172.29.51.142]) by imr-da03.mx.aol.com (8.14.1/8.14.1) with ESMTP id p4QBqJjp011721 for ; Thu, 26 May 2011 07:52:19 -0400 Received: from core-mka003a.r1000.mail.aol.com (core-mka003.r1000.mail.aol.com [172.29.102.75]) by mtaomg-da06.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 04B2DE000088 for ; Thu, 26 May 2011 07:52:19 -0400 (EDT) From: MikeEasley@aol.com X-Original-Message-ID: <62c0.151e8c15.3b0f98f2@aol.com> X-Original-Date: Thu, 26 May 2011 07:52:18 -0400 (EDT) Subject: Re: [LML] Re: Fuel restriction or air part 2 X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_62c0.151e8c15.3b0f98f2_boundary" X-Mailer: AOL 9.6 sub 5001 X-AOL-IP: 75.71.55.189 X-Originating-IP: [75.71.55.189] x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:488412384:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338e4dde3ef372a5 --part1_62c0.151e8c15.3b0f98f2_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Berni, I agree that it doesn't sound like a design problem if you've had a long history of good performance. If you haven't changed anything and flown through several seasons of hot weather, you definitely have some component in the system that has degraded performance. It could even be a combination of a couple very small things that have combined to create the problem. At 1,000 hours you might be ready for some new hoses, replacing the gaskets and O rings in the gascolator, or checking out any components that might deteriorate after 1,000 hours. I'm wondering if something like an exhaust leak or crack, baffle seal failure, blast tube leak, etc. could be causing a higher than historical cowl temperatures or fuel line temperatures. Just using the low boost might just be masking the underlying problem, even though it will likely make your problem go away. You'll still have some component of your fuel system that's not performing at 100%. I've flown my ES without using my boost pump over 10,000 feet since the beginning. But some other guys have had to use their low boost as standard operating procedure. But if I suddenly needed the low boost, I'd suspect something is wrong. Mike Easley Colorado Springs In a message dated 5/25/2011 5:00:08 P.M. Mountain Daylight Time, mjrav@comcast.net writes: R. Berni wrote: >I have received a few responses that point to heat as a potential culprit. To date I have been reluctant to believe this is the cause as my airframe/engine/fuel systems have over 1000 hours of flight time with zero previous symptoms such as fuel pressure, fuel flow and engine surging. Since I have come up with any other cause. I am going to look at this as a potential cause. > >I will continue to update the list as I pursue a remedy. In the meantime I welcome any and all suggestions. > >Berni Breen >Sent from my iPhone > >On May 25, 2011, at 6:41 AM, "Steve Colwell" wrote: > >> Berni, >> >> My first response to your problem was a quick copy and paste of my post when >> I was having the same symptoms. I hope it made sense. Consider the >> recommendations I quoted from Continental, Cirrus and Advanced Pilot >> Seminars to run the low boost pump above 10,000'. Temperature under the >> cowling, fuel temperature and density altitude are all factors. If your >> firewall fuel line routing or temps are just a little higher than some other >> applications it could easily cause your problem. My Legacy has 1/2" fuel >> line all the way to the Gascolator and a engine pump shroud (from Lancair) >> with a blast tube and I still had the problem. Low Boost solved it for me. >> >> >> Steve Colwell (recent Barrett engine running great) >> >> >> -- >> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html > >-- >For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_62c0.151e8c15.3b0f98f2_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Berni,
 
I agree that it doesn't sound like a design problem if you've had a lo= ng=20 history of good performance.  If you haven't changed anything and flow= n=20 through several seasons of hot weather, you definitely have some component = in=20 the system that has degraded performance.  It could even be a combinat= ion=20 of a couple very small things that have combined to create the problem.
 
At 1,000 hours you might be ready for some new hoses, replacing the ga= skets=20 and O rings in the gascolator, or checking out any components that might=20 deteriorate after 1,000 hours.  I'm wondering if something like an exh= aust=20 leak or crack, baffle seal failure, blast tube leak, etc. could be causing = a=20 higher than historical cowl temperatures or fuel line temperatures.
 
Just using the low boost might just be masking the underlying problem,= even=20 though it will likely make your problem go away.  You'll still have so= me=20 component of your fuel system that's not performing at 100%.
 
I've flown my ES without using my boost pump over 10,000 feet since th= e=20 beginning.  But some other guys have had to use their low boost as sta= ndard=20 operating procedure.  But if I suddenly needed the low boost, I'd susp= ect=20 something is wrong.
 
Mike Easley
Colorado Springs
 
In a message dated 5/25/2011 5:00:08 P.M. Mountain Daylight Time,=20 mjrav@comcast.net writes:
=  =20 R.     

Berni <bbreen@cableone.net>=20 wrote:

>I have received a few responses that point to heat as a= =20 potential culprit.  To date I have been reluctant to believe this is= the=20 cause as my airframe/engine/fuel systems have over 1000 hours of flight t= ime=20 with zero previous symptoms such as fuel pressure, fuel flow and engine= =20 surging.  Since I have come up with any other cause. I am going to l= ook=20 at this as a potential cause.
>
>I will continue to update th= e=20 list as I pursue a remedy.  In the meantime I welcome any and all=20 suggestions.
>
>Berni Breen
>Sent from my=20 iPhone
>
>On May 25, 2011, at 6:41 AM, "Steve Colwell"=20 <mcmess1919@yahoo.com> wrote:
>
>> Berni,
>>= ;=20
>> My first response to your problem was a quick copy and paste= of=20 my post when
>> I was having the same symptoms. I hope it made s= ense.=20 Consider the
>> recommendations I quoted from Continental, Cirru= s and=20 Advanced Pilot
>> Seminars to run the low boost pump above 10,00= 0'.=20 Temperature under the
>> cowling, fuel temperature and density= =20 altitude are all factors.  If your
>> firewall fuel line ro= uting=20 or temps are just a little higher than some other
>> application= s it=20 could easily cause your problem.  My Legacy has 1/2" fuel
>>= ;=20 line all the way to the Gascolator and a engine pump shroud (from=20 Lancair)
>> with a blast tube and I still had the problem. = Low=20 Boost solved it for me.
>>
>>
>> Steve=20 Colwell  (recent Barrett engine running great)
>>
>&= gt;=20
>> --
>> For archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html
>
>-->For=20 archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html

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