Sender: <marv@lancaironline.net>
To:  lml@lancaironline.net
Date: Mon, 23 Aug 2010 17:02:21 -0400
Message-ID: <redirect-4441076@logan.com>
Received-SPF: pass
 receiver=logan.com; client-ip=66.90.138.156; envelope-from=mmcmanus@grandecom.net
From: mmcmanus@grandecom.net
Subject: Re: [LML] Vapor lock
References: <list-4440644@logan.com>
In-Reply-To: <list-4440644@logan.com>
MIME-Version: 1.0
Content-Type: text/plain;
 charset=ISO-8859-1;
 DelSp="Yes";
 format="flowed"
Content-Disposition: inline
Content-Transfer-Encoding: 7bit
User-Agent: Internet Messaging Program (IMP) 4.3.3

Hugh,
I don't have any answers for you except to let you know that you are  
not alone.  My injected 360 has the same challenges.  If outside temps  
are above around 90-95 and I am able to attempt restart within say 10  
minutes - it will ususally start.  After that, better just sit in the  
air conditioned FBO.  It usually takes 25-30 minutes before the engine  
will restart.

I have heard and tried a number of ways to restart including no use of  
electric fuel pump at all - to letting the fuel pump run for up to 2  
mins. I have also tried different settings for the throttle and  
mixture with no (consistent) luck.  Time to allow the engine (and fuel  
system) to cool is the only thing that works for certain.

I think this is an issue for a lot of smaller Lycoming injected  
engines in many different airplanes.

Thankfully, cooler weather is a few weeks away.

Matt McManus
LNC2 360


Quoting HUGH MATTERN <hkb7ld@embarqmail.com>:

> Has any one had problems with vapor lock on fuel injected LNC2 airplanes?
>
> I am not sure vapor lock is the problem but I have had the electric  
> fuel pump cavitate and not develop pressure when trying to start  
> after the engine is hot.
>
> Also how to you start a fuel injected engine with out electric fuel  
> pump pressure?
>
> Thanks
> Hugh in Las Vegas the hot country
>
>
>
>