X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 24 May 2012 12:45:17 -0400 Message-ID: X-Original-Return-Path: Received: from mail-gg0-f180.google.com ([209.85.161.180] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTPS id 5557943 for lml@lancaironline.net; Thu, 24 May 2012 11:47:33 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.161.180; envelope-from=pjdmiller@gmail.com Received: by ggnf1 with SMTP id f1so7782427ggn.25 for ; Thu, 24 May 2012 08:46:59 -0700 (PDT) Received: by 10.236.103.106 with SMTP id e70mr5144665yhg.62.1337874418872; Thu, 24 May 2012 08:46:58 -0700 (PDT) X-Original-Return-Path: Received: from [192.168.15.102] ([67.8.30.163]) by mx.google.com with ESMTPS id w44sm8258493yhd.11.2012.05.24.08.46.57 (version=TLSv1/SSLv3 cipher=OTHER); Thu, 24 May 2012 08:46:58 -0700 (PDT) Subject: Re: [LML] 360 still surging References: From: Paul Miller Content-Type: multipart/alternative; boundary=Apple-Mail-5B35B9AC-95FD-4661-ADE1-1E671177792C X-Mailer: iPad Mail (9B206) In-Reply-To: X-Original-Message-Id: <4187B998-669F-442D-954E-118991CAD9FD@gmail.com> X-Original-Date: Thu, 24 May 2012 11:46:57 -0400 X-Original-To: Lancair Mailing List Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) --Apple-Mail-5B35B9AC-95FD-4661-ADE1-1E671177792C Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=utf-8 Adding to Steve's comments, if you can't see something obvious perhaps look e= lsewhere. A great summary on bends and restrictions was on the list some y= ears ago. Hot fuel can get tripped in vapor much easier on restriction, cl= og, tight turn, reducing diameter or whatever. Another thought was the disc= ussion recently on venting. A partial vacuum can trip the fuel into vapor e= asier when hot. All of these things can be checked on the ground with some= work. It is a puzzle and you really need to find the answer to this on the= ground in case it is an impending failure of something. Good luck and reme= mber pressure means nothing if the fuel isn't flowing. Paul On 2012-05-24, at 10:43, "Steve Colwell" wrote: > Berni, > =20 > I would encourage you to do the testing on the ground not in the air. Fue= l problems are the #1 cause of engine failure in homebuilts. Think Experime= ntal as a derivative of =E2=80=9Cexperiment=E2=80=9D, which implies it may f= ly or it may not. > =20 > None of our planes are identical, but fuel system modifications combined w= ith known problems should be reviewed by an expert (like Don at Airflow Perf= ormance). Even certified planes can have designed in fuel stoppage issues. = I know, I owned one. > =20 > Steve > =20 > As soon as I receive it I will install, cowl up and make a flight followed= by a shutdown and see if either or both of my changes have improved perform= ance. > =20 > Thanks! > =20 > Berni >=20 >=20 > =20 --Apple-Mail-5B35B9AC-95FD-4661-ADE1-1E671177792C Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=utf-8
Adding to Steve's comments= , if you can't see something obvious perhaps look elsewhere.   A great s= ummary on bends and restrictions was on the list some years ago.   Hot f= uel can get tripped in vapor much easier on restriction, clog, tight turn, r= educing diameter or whatever.  Another thought was the discussion recen= tly on venting.  A partial vacuum can trip the fuel into vapor easier w= hen hot.   All of these things can be checked on the ground with some w= ork.  It is a puzzle and you really need to find the answer to this on t= he ground in case it is an impending failure of something.  Good luck a= nd remember pressure means nothing if the fuel isn't flowing.

Paul

On 2012-05-24, at 10:43, "Steve Colwell" <mcmess1919@yahoo.com> wrote:

<= /div>

Berni,

 <= /p>

I would encourage you t= o do the testing on the ground not in the air.  Fuel problems are the #= 1 cause of engine failure in homebuilts.  Think Experimental as a deriv= ative of =E2=80=9Cexperiment=E2=80=9D, which implies it may fly or it may no= t.

 

None of our planes are identical, but fuel system modifications c= ombined with known problems should be reviewed by an expert (like Don at Air= flow Performance).  Even certified planes can have designed in fuel sto= ppage issues.  I know, I owned one.

 

Steve <= /p>

 

As soon as I receive it I will install, cow= l up and make a flight followed by a shutdown and see if either or both of m= y changes have improved performance.

 

Thanks!=

 

=

Berni


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