Return-Path: Sender: (Marvin Kaye) To: lml Date: Sun, 30 Jun 2002 01:55:34 -0400 Message-ID: X-Original-Return-Path: Received: from mailnw.centurytel.net ([209.206.160.237] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1530012 for lml@lancaironline.net; Sun, 30 Jun 2002 00:55:12 -0400 Received: from c656256a (kingston.awnet.com [209.206.248.34] (may be forged)) by mailnw.centurytel.net (8.12.2/8.12.2) with SMTP id g5U4svrk003547 for ; Sat, 29 Jun 2002 21:54:58 -0700 (PDT) X-Original-Message-ID: <000b01c21fea$1531f8c0$22f8ced1@mshome.net> From: "Robert Smiley" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] First Flight Engine Testing? X-Original-Date: Sat, 29 Jun 2002 21:56:14 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0008_01C21FB7.C9C67D20" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.50.4133.2400 X-MimeOLE: Produced By Microsoft MimeOLE V5.50.4133.2400 This is a multi-part message in MIME format. ------=_NextPart_000_0008_01C21FB7.C9C67D20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I recall reading such a circular and also conducted similar tests. = Basically you want to test the fuel flow rate, without pumps, with the = plane inclined to the pitch attitude you intend to climb out on takeoff. = The flow rate should be about 150% of the max flow rate required for a = full rich full power takeoff. That would be about 18 GPH for a 360. The = max flow rate should be about 27 GPH. Of course if your bird is fuel = injected, gravity flow will do no good but at least you know the system = is not limited for flow rate. You would also test the electrical pump = flow rate. That rate should also be in excess of the maximum needed for = the powerplant. Run the powerplant, on the ground with the plane tied = down and inclined at the steep attitude. The powerplant should not = starve. I did this by putting the plane on an inclined hillside and = some blocks and also tied the plane down to my pickup. It was also = necessary to block the wheels both fore and aft to prevent the plane = from rolling downhill. Other ground tests were also conducted. ie flow tests from the mains to = the header tank to determine time to fill header on the ground; time to = fill header while engine running at 10.5 GPH and time for one or two = pumps filling the tank. ( I have two lines feeding the header tank.) After conducting these tests; I felt confident that the powerplant would = not suffer fuel starvation on climbout. This gave me great peace of = mind, even to this day. Spend the time testing all possible scenarios. Record your results in = your logbook for future reference and make appropriate entries in your = POH for use in the aircraft. Bob Smiley N94RJ ------=_NextPart_000_0008_01C21FB7.C9C67D20 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

I recall reading such a circular and = also conducted=20 similar tests. Basically you want to test the fuel flow rate, = without=20 pumps, with the plane inclined to the pitch attitude you intend to climb = out on=20 takeoff. The flow rate should be about 150% of the max flow rate = required=20 for a full rich full power takeoff. That would be about 18 GPH for = a=20 360. The max flow rate should be about 27 GPH. Of course if = your bird=20 is fuel injected, gravity flow will do no good but at least you know the = system=20 is not limited for flow rate. You would also test the = electrical=20 pump flow rate. That rate should also be in excess of the maximum = needed=20 for the powerplant. Run the powerplant, on the ground with the = plane tied=20 down and inclined at the steep attitude. The powerplant should not = starve. I did this by putting the plane on an inclined hillside = and some=20 blocks and also tied the plane down to my pickup. It was also = necessary to=20 block the wheels both fore and aft to prevent the plane from rolling=20 downhill.

Other ground tests were also = conducted. ie=20 flow tests from the mains to the header tank to determine time to = fill=20 header on the ground; time to fill header while engine running at 10.5 = GPH and=20 time for one or two pumps filling the tank. ( I have two lines = feeding the=20 header tank.)

After conducting these tests; I felt = confident that=20 the powerplant would not suffer fuel starvation on climbout. This = gave me=20 great peace of mind, even to this day.

Spend the time testing all possible=20 scenarios. Record your results in your logbook for future = reference and=20 make appropriate entries in your POH for use in the = aircraft.

Bob Smiley

N94RJ

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