X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 50 [XX] (19%) SPAMTRICK: obfuscated phone number (19%) SPAMTRICK: obfuscated phone number (19%) SPAMTRICK: obfuscated phone number (10%) RECEIVED: Received headers not consistent with Yahoo! "FROM:" (-17%) BODY: obfuscated phone number adjustment (-17%) BODY: obfuscated phone number adjustment Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 16 May 2007 08:20:29 -0400 Message-ID: X-Original-Return-Path: Received: from web62506.mail.re1.yahoo.com ([69.147.75.98] verified) by logan.com (CommuniGate Pro SMTP 5.1.8) with SMTP id 2047376 for lml@lancaironline.net; Wed, 16 May 2007 07:55:52 -0400 Received-SPF: none receiver=logan.com; client-ip=69.147.75.98; envelope-from=charliekohler@yahoo.com Received: (qmail 73552 invoked by uid 60001); 16 May 2007 11:54:58 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:MIME-Version:Content-Type:Message-ID; b=SHp7d50TKOUzHA1L3ybQs7PWbwgVnFGoSrkqaTBG71BEm5zVko6bYfaHz5+/NRhoydDY9oQF5wal1CF6vvy7TvrBIK7pd62ogzy890wsgncuBAvcMemgyAh+ebY6wccSQqzJPUymC7JqZ09IWXCYZMlB+sgMvq5DbONbcGeCWEM=; X-YMail-OSG: rMUPpYUVM1nPQ_ukXu4ItGq.eiGXyVi_IEhcyvR_8Zw.wlhC9kzAbu.tE1I0UccO4n5.nRAnRQ-- Received: from [65.33.123.160] by web62506.mail.re1.yahoo.com via HTTP; Wed, 16 May 2007 04:54:58 PDT X-Mailer: YahooMailRC/651.23 YahooMailWebService/0.7.41.10 X-Original-Date: Wed, 16 May 2007 04:54:58 -0700 (PDT) From: Charlie Kohler Subject: Re: [LML] Re: Continental Engine fuel Sys. X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-720268999-1179316498=:73501" X-Original-Message-ID: <891101.73501.qm@web62506.mail.re1.yahoo.com> --0-720268999-1179316498=:73501 Content-Type: text/plain; charset=windows-1252 Content-Transfer-Encoding: quoted-printable Eugene:=0AI agree. I would concentrate on FF and fuel pressure during my ne= xt few flights.=0ACharlie K.=0A=0A=0A=0A----- Original Message ----=0AFrom:= glong2 =0ATo: lml@lancaironline.net=0ASent: Tuesday, M= ay 15, 2007 11:35:02 PM=0ASubject: [LML] Re: Continental Engine fuel Sys.= =0A=0A=0ACharlie:=0A =0AThe engine is about 3 years old and has about 225 h= ours. The strange thing is I now do not need the boost pump for any operati= on, the problem has cured itself. I have taken the plane to 8500=92 without= the boost =96 in the past I have taken the plane to 18000=92 without the b= oost. I have tried many combinations to get the same occurrence occur but e= verything is normal concerning fuel pressure and flow without the boost pum= p. I can blow through the vent lines into the tank with no problem and when= I replaced the tygon tubing I found no kinks, only the water trap in each = wing.=0A =0ARon Galbraith suggested that perhaps I was very lean of peak wi= th the boost pump on and the flow went too lean when the boost was turned o= ff. I was flying today to test that theory at 7500=92. I leaned to 12.5 GPH= with the boost on. I turned the boost off and the flow went to 12.4 GPH an= d the engine did not hiccup. I then tried 11.5 GPH with the boost on, turne= d the boost off and the flow went to 11.4 with the same pressure. I don=92t= think that was it.=0A =0ABill Hannahan was at the hanger today and we look= ed at the fuel pump diagrams in the manual. We concluded it could be the ch= eck valve in the mechanical fuel pump that was stuck open by something that= was eventually washed out or the same thing could happen with a check valv= e stuck shut in the electrical fuel pump. If that is what it was I do not k= now how to troubleshoot. I also am having a hard time believing it could be= a vent line problem in both tanks but it is the only solution I have!=0A = =0AEugene Long=0ALancair Super ES=0Aglong2@netzero.net --0-720268999-1179316498=:73501 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: quoted-printable
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Eugene:
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I agree. I would concentra= te on FF and fuel pressure during my next few flights.
Charlie K.=0A

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----- Original Message ----
From: glong2 <glong= 2@netzero.net>
To: lml@lancaironline.net
Sent: Tuesday, May 15, 20= 07 11:35:02 PM
Subject: [LML] Re: Continental Engine fuel Sys.

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Charlie:

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The engin= e is about 3 years old and has about 225 hours. The strange thing is I now = do not need the boost pump for any operation, the problem has cured itself.= I have taken the plane to 8500=92 without the boost =96 in the past I have= taken the plane to 18000=92 without the boost. I have tried many combinati= ons to get the same occurrence occur but everything is normal concerning fu= el pressure and flow without the boost pump. I can blow through the vent li= nes into the tank with no problem and when I replaced the tygon tubing I fo= und no kinks, only the water trap in each wing.

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Ron Galbraith suggested th= at perhaps I was very lean of peak with the boost pump on and the flow went= too lean when the boost was turned off. I was flying today to test that th= eory at 7500=92. I leaned to 12.5 GPH with the boost on. I turned the boost= off and the flow went to 12.4 GPH and the engine did not hiccup. I then tr= ied 11.5 GPH with the boost on, turned the boost off and the flow went to 1= 1.4 with the same pressure. I don=92t think that was it.

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Bill Hannahan wa= s at the hanger today and we looked at the fuel pump diagrams in the manual= . We concluded it could be the check valve in the mechanical fuel pump that= was stuck open by something that was eventually washed out or the same thi= ng could happen with a check valve stuck shut in the electrical fuel pump. = If that is what it was I do not know how to troubleshoot. I also am having = a hard time believing it could be a vent line problem in both tanks but it = is the only solution I have!

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Eugene Long

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Lancair Super ES

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glong= 2@netzero.net

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