X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 24 Aug 2010 09:09:00 -0400 Message-ID: X-Original-Return-Path: Received: from web111412.mail.gq1.yahoo.com ([67.195.15.198] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with SMTP id 4441516 for lml@lancaironline.net; Tue, 24 Aug 2010 00:55:16 -0400 Received-SPF: none receiver=logan.com; client-ip=67.195.15.198; envelope-from=randylsnarr@yahoo.com Received: (qmail 1294 invoked by uid 60001); 24 Aug 2010 04:54:41 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=vH4EzEADPWfJU2tY4NbtyVhSzqWzvGK3uPCya/+9utiwh289hCoq1wzQ1dIu2U2UBbaOkzTDGNdibViWJK6hRsRfrWIHINQvf7JMTPV+b71Q29EDoVZm4hzLjn9+yLxl7F8XaW/RPlXLF0HWwIDLlaUKN4uaWxbMWUvbmPI8seU=; X-Original-Message-ID: <480644.99979.qm@web111412.mail.gq1.yahoo.com> X-YMail-OSG: dVthpQEVM1n0rY6d9X9ohk2b72HtCs2Hk0etl59EcwSyuw9 g.5A92wpXzwBfq7XgGAKAasQ6L5JWjKxx6urwHvI4Cj9OLtyqGBlGCgh.C.. 2UGbtlyTEBRIFbM.1JaT7OLxcnfHY.iAqDsQsmmW3BNpYVeAQHmeHL0MHP3d XCTyNM0_a2WYbATtVgzj.InYznNPeNd5o8THzbfXF_CpF45YG62vNpkw1Xi1 EEr4MJv6uitCZuFRG47_Kdt3uY5l5A7ci5OH7cvuID9rOo011V.5zDtMU5et L9PPbiezeOZCt4iK.tez5C7Ex3sEGpI3qBnU9ORd4n.u361FJJEzTAh7eb8l MnGB7QuGozzLklPCGlnS5 Received: from [76.8.220.18] by web111412.mail.gq1.yahoo.com via HTTP; Mon, 23 Aug 2010 21:54:40 PDT X-Mailer: YahooMailClassic/11.3.2 YahooMailWebService/0.8.105.279950 X-Original-Date: Mon, 23 Aug 2010 21:54:40 -0700 (PDT) From: randy snarr Subject: Re: [LML] Re: Vapor lock X-Original-To: Lancair Mailing List In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1552038907-1282625680=:99979" --0-1552038907-1282625680=:99979 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I also run an injected IO320. I use the Airflow Performance system with the= ir bypass valve=A0 and the standard engine driven pump (covered with alumin= um heat shield) and boost pump inside the aiplane on the back of the firewa= ll. Never had a problem with vapor lock. As a side note, the fuel injected system I run has a bypass valve on the to= p of the engine that when closed returns fuel back to the header tank. So..= . on hot days doing a hot start, you just close the bypass valve at the flo= w divider and run the boost pump for 30 seconds and it circulates cool fuel= to the flow divider on the top of the engine. Hot starts are not a problem= ... FWIW.. Randy Snarr 235/320 N694RS --- On Mon, 8/23/10, Sky2high@aol.com wrote: From: Sky2high@aol.com Subject: [LML] Re: Vapor lock To: lml@lancaironline.net Date: Monday, August 23, 2010, 3:02 PM =0A=0A =0A=0AHugh,=0A=A0=0AYes.=A0 Generally the fuel pressure sensor is lo= cated downstream of the =0Aengine fuel pump.=A0 Fuel pressure warnings occu= r when the fuel pressure =0Adrops below 12-14 psi (12psi=A0is a=A0Lyc IO320= =A0min).=A0For me, =0Aany pressure below 20 is an indication of vaporizatio= n for my IO 320 and the =0Aboost pump comes on.=A0 My standard pressure is = 24-26 psi.=0A=A0=0A1. The engine driven pump can become super heated after = the engine is =0Astopped.=A0 It can then cause severe=A0vaporization and ca= vitation itself =0Afor quite some time -- until is sees pressurized cooler = fuel.=0A=A0=0A2. If the=A0boost pump is mounted on the firewall, it=A0can b= ecome =0Aover heated in the engine compartment.=A0 It is useful to open the= oil filler =0Adoor after the engine is stopped to allow hot air to escape = that way.=0A=A0=0AAn LNC2 equipped with the main fuel tank as a header tank= , the fuel is =0Aalways at a small positive pressure to the boost pump moun= ted=A0lower than =0Athat tank=A0where the boost pump is self priming and sh= ould=A0be able to =0Aovercome vaporization.=A0 However, it may initially=A0= have a problem =0Apushing fuel through an overheated engine pump.=0A=A0=0AI= have experienced engine pump cavitation while slow taxiing at OSH and it = =0Awas resolved by turning on the boost pump.=0A=A0=0AFor a hot start I tur= n the boost pump on even though the mixture control is =0Aset at idle cut-o= ff for the initial attempt.=A0 Vaporization can be reduced =0Aby keeping ev= en hot fuel under pressure.=A0=0A=A0=0AScott Krueger=A0=A0=A0=A0=0A=A0=0A= =0AIn a message dated 8/23/2010 8:15:06 A.M. Central Daylight Time, =0Ahkb7= ld@embarqmail.com writes:=0A=0A Has any one had problems with vapor lock= =A0on =0A fuel injected LNC2 airplanes?=0A =A0=0A I am not sure vapor lo= ck is the problem but I =0A have had the electric fuel pump cavitate and n= ot develop pressure=A0when =0A trying to start after the engine is hot.=0A= =A0=0A Also how to you start a fuel injected engine with =0A out electr= ic fuel pump pressure?=0A =A0=0A Thanks=0A Hugh in Las Vegas the hot cou= ntry=0A =A0=0A =A0=0A =A0=0A =A0=0A=0A=0A --0-1552038907-1282625680=:99979 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
I also run an injected IO320. I use the Airfl= ow Performance system with their bypass valve  and the standard engine= driven pump (covered with aluminum heat shield) and boost pump inside the = aiplane on the back of the firewall. Never had a problem with vapor lock.As a side note, the fuel injected system I run has a bypass valve on the = top of the engine that when closed returns fuel back to the header tank. So= ... on hot days doing a hot start, you just close the bypass valve at the f= low divider and run the boost pump for 30 seconds and it circulates cool fu= el to the flow divider on the top of the engine. Hot starts are not a probl= em...
FWIW..
Randy Snarr
235/320
N694RS

--- On Mon, 8= /23/10, Sky2high@aol.com <Sky2high@aol.com> wrote:

From: Sky2high@aol.com <Sky2high@aol.com>Subject: [LML] Re: Vapor lock
To: lml@lancaironline.net
Date: Monday= , August 23, 2010, 3:02 PM

=0A=0A =0A=0A
Hugh,
=0A
 
=0A
Yes.  Generally the f= uel pressure sensor is located downstream of the =0Aengine fuel pump. = Fuel pressure warnings occur when the fuel pressure =0Adrops below 12-14 p= si (12psi is a Lyc IO320 min). For me, =0Aany pressure = below 20 is an indication of vaporization for my IO 320 and the =0Aboost pu= mp comes on.  My standard pressure is 24-26 psi.
=0A
 =0A
1. The engine driven pump can become super heated after the eng= ine is =0Astopped.  It can then cause severe vaporization and cav= itation itself =0Afor quite some time -- until is sees pressurized cooler f= uel.
=0A
 
=0A
2. If the boost pump is mounted = on the firewall, it can become =0Aover heated in the engine compartmen= t.  It is useful to open the oil filler =0Adoor after the engine is st= opped to allow hot air to escape that way.
=0A
 
=0AAn LNC2 equipped with the main fuel tank as a header tank, the fuel is =0A= always at a small positive pressure to the boost pump mounted lower th= an =0Athat tank where the boost pump is self priming and should b= e able to =0Aovercome vaporization.  However, it may initially ha= ve a problem =0Apushing fuel through an overheated engine pump.
=0A 
=0A
I have experienced engine pump cavitation while slow = taxiing at OSH and it =0Awas resolved by turning on the boost pump.
= =0A
 
=0A
For a hot start I turn the boost pump on even t= hough the mixture control is =0Aset at idle cut-off for the initial attempt= .  Vaporization can be reduced =0Aby keeping even hot fuel under press= ure. 
=0A
 
=0A
Scott Krueger   =  
=0A
 
=0A
=0A
In a message dated 8/23/201= 0 8:15:06 A.M. Central Daylight Time, =0Ahkb7ld@embarqmail.com writes:=0A
=0A
= Has any one had problems with vapor lock on =0A fuel injected LNC2 ai= rplanes?
=0A
 = ;
=0A
I am not sure vapor lock i= s the problem but I =0A have had the electric fuel pump cavitate and not d= evelop pressure when =0A trying to start after the engine is hot.
=0A
 
=0A =
Also how to you start a fuel injected = engine with =0A out electric fuel pump pressure?
=0A
 
=0A
Thanks
=0A
Hugh in Las Vegas the hot country
=0A
 
=0A
=  
=0A
 <= /div>=0A
 

=0A=0A=0A= =0A=0A=0A=0A=0A --0-1552038907-1282625680=:99979--