X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 30 Apr 2013 19:57:43 -0400 Message-ID: X-Original-Return-Path: Received: from omr-m08.mx.aol.com ([64.12.222.129] verified) by logan.com (CommuniGate Pro SMTP 6.0.4) with ESMTP id 6233151 for lml@lancaironline.net; Mon, 29 Apr 2013 17:54:40 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.222.129; envelope-from=n5276j@aol.com Received: from mtaomg-mb03.r1000.mx.aol.com (mtaomg-mb03.r1000.mx.aol.com [172.29.41.74]) by omr-m08.mx.aol.com (Outbound Mail Relay) with ESMTP id 1B668700000AC for ; Mon, 29 Apr 2013 17:54:04 -0400 (EDT) Received: from core-mle004b.r1000.mail.aol.com (core-mle004.r1000.mail.aol.com [172.29.126.209]) by mtaomg-mb03.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id D35D4E000088 for ; Mon, 29 Apr 2013 17:54:03 -0400 (EDT) References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] Re: Recent flight In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: steve X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8D0133B32B147D4_15F8_138DE_webmail-m173.sysops.aol.com" X-Mailer: AOL Webmail 37688-STANDARD Received: from 70.193.193.159 by webmail-m173.sysops.aol.com (64.12.78.179) with HTTP (WebMailUI); Mon, 29 Apr 2013 17:54:03 -0400 X-Original-Message-Id: <8D0133B329718B4-15F8-504F@webmail-m173.sysops.aol.com> X-Originating-IP: [70.193.193.159] X-Original-Date: Mon, 29 Apr 2013 17:54:03 -0400 (EDT) x-aol-global-disposition: G X-AOL-SCOLL-SCORE: 0:2:445679168:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d294a517eebfb3b41 This is a multi-part message in MIME format. ----------MB_8D0133B32B147D4_15F8_138DE_webmail-m173.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="utf-8" a simple clear piece of tubing visible from the cockpit on the way to the = header tank is all that is needed. Mine is on both side of the center conso= le, I can also hear my pumps when they start sucking air, but the air in th= e lines is visible as they run dry. -----Original Message----- From: Greenbacks, UnLtd. To: Lancair Mailing List Sent: Mon, Apr 29, 2013 6:37 am Subject: [LML] Re: Recent flight Yesterday's flight from KBVY to KEFK on the Canadian border and back provid= ed a=20 good opportunity to experience lean of peak performance for the first time. About 80=C2=BA l= ean of=20 peak is where roughness became noticeable. With fuel flows jumping around due to ongoing electrical= =20 issue(probable), it's not at all certain what the correct flow rate was but it was bouncing around in the 6-9gal ran= ge at=20 8500ft. Several weeks ago I installed an LED indicator in the panel to let me know when the auto fuel s= ystem=20 relay was energized since I wanted to be absolutely sure fuel wasn't being pumped overboard at the high level,= it=20 wasn't. This flight was also the first time I ran the wing tanks dry. Since I could not hear the transfer pumps in= =20 normal operation, I was hoping to hear them when running dry but I could no= t.=20 I'm thinking that an optical sensor in each fuel transfer line might be use= ful to know for sure the tanks are empty so the auto transfer system can be=20 deactivated so as to not have the pumps running dry. Angier Ames N4ZQ 25hrs and beyond Phase I -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html =20 ----------MB_8D0133B32B147D4_15F8_138DE_webmail-m173.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="utf-8"
a simple clear piece of tubing visible from the cockpit on the wa= y  to the header tank is all that is needed. Mine is on both side of t= he center console, I can also hear my pumps when they start sucking air, bu= t the air in the lines is  visible as they run dry.
-----Original Message-----
From: Greenbacks, UnLtd. <N4ZQ@VERIZON.NET>
To: Lancair Mailing List <lml@lancaironline.net>
Sent: Mon, Apr 29, 2013 6:37 am
Subject: [LML] Re: Recent flight

Yesterday's flight from KBVY to KEFK on =
the Canadian border and back provided a=20
good opportunity
to experience lean of peak performance for the first time. About 80=C2=BA l=
ean of=20
peak is where roughness
became noticeable. With fuel flows jumping around due to ongoing electrical=
=20
issue(probable), it's not at all certain
what the correct flow rate was but it was bouncing around in the 6-9gal ran=
ge at=20
8500ft. Several weeks ago I
installed an LED indicator in the panel to let me know when the auto fuel s=
ystem=20
relay was energized since I wanted
to be absolutely sure fuel wasn't being pumped overboard at the high level,=
 it=20
wasn't. This flight was also the first
time I ran the wing tanks dry. Since I could not hear the transfer pumps in=
=20
normal operation, I was hoping to hear them when running dry but I could no=
t.=20
I'm thinking that an optical sensor in each fuel transfer line might be use=
ful
to know for sure the tanks are empty so the auto transfer system can be=20
deactivated so as to not have the pumps running dry.

Angier Ames
N4ZQ
25hrs and beyond Phase I
--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/L=
ist.html
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