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Date: Thu, 24 May 2012 23:01:15 -0400
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Subject: 360 still surging
From: Berni Breen <bbreen@cableone.net>
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Today I made 2 changes to my airplane in an effort to remedy my surging
issue.  Both changes were made as per suggestions from LMLers.

Change #1 - I removed the in line fuel filter and in line fuel check valve
formerly located in the cabin footwell of my airplane.  I bought a 28"
piece of rubber fuel line and clamped in on the void created by removing
these items.  I then took the airplane for a flight during which it
performed flawlessly as it always does in a first start scenario.  I taxied
back to my hanger, shut down and let it sit for 20 minutes.  I tried a
restart but experienced difficulty for the first time.  I was not able to
restart utill I turned the electric fuel pump on and left it on during the
start.  I then taxied and still experienced my surge issue.  I was able to
turn the pump off and fast taxi.

My theory on why I experienced the start issue was that the removal do the
check valve allows fuel to pass back though the system unimpeded creating
the possibility of a loss of prime at the engine driven fuel pump.  I
believe that check valve (sniffle valve) needs to be in the fuel line.
 Comments?

Change #2 - I installed a blast tube and directed the airflow directly onto
the engine mounted fuel pump.  I started the engine (it was again cool from
sitting idle for a couple of hours) and went for flight #2.  Again the
engine performed flawlessly.  I landed, taxied back to my hanger, shut down
and let the airplane sit for 20 minutes.  I restarted (again had to keep
the aux fuel pump on) and began to taxi but felt the surge right away but
it was not as pronounced a before and seemed to be lessening.  During run
up I let the engine run a bit longer than usual at 1800 RPM.  When I went
back ti idle...no surge.  I taxied to the active...no surge and took off.
 Flew great, landed and repeated the
Et sit for 20 minute thing.  I restarted, taxied with a bit of a surge but
was able to eliminate it during taxi and run up.

I am not ready to celebrate yet but I definitely see a marked reduction in
the severity of the surge and the ability, at least today, to eliminate any
surge by simply taxiing and or a bit of an extended run up.  I believe the
blast air is the reason for the improvement.  I believe I should also add a
second blast tube with the air directed at the gascolator.

Does this make sense?  Any and all comments welcome!

Berni

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Today I made 2 changes to my airplane in an effort to remedy my surging iss=
ue. =A0Both changes were made as per suggestions from LMLers. =A0<div><br><=
/div><div>Change #1 - I removed the in line fuel filter and in line fuel ch=
eck valve formerly located in the cabin footwell of my airplane. =A0I bough=
t a 28&quot; piece of rubber fuel line and clamped in on the void created b=
y removing these items. =A0I then took the airplane for a flight during whi=
ch it performed flawlessly as it always does in a first start scenario. =A0=
I taxied back to my hanger, shut down and let it sit for 20 minutes. =A0I t=
ried a restart but experienced difficulty for the first time. =A0I was not =
able to restart utill I turned the electric fuel pump on and left it on dur=
ing the start. =A0I then taxied and still experienced my surge issue. =A0I =
was able to turn the pump off and fast taxi.</div>
<div><br></div>My theory on why I experienced the start issue was that the =
removal do the check valve allows fuel to pass back though the system unimp=
eded creating the possibility of a loss of prime at the engine driven fuel =
pump. =A0I believe that check valve (sniffle valve) needs to be in the fuel=
 line. =A0Comments?<div>
<br></div><div>Change #2 - I installed a blast tube and directed the airflo=
w directly onto the engine mounted fuel pump. =A0I started the engine (it w=
as again cool from sitting idle for a couple of hours) and went for flight =
#2. =A0Again the engine performed flawlessly. =A0I landed, taxied back to m=
y hanger, shut down and let the airplane sit for 20 minutes. =A0I restarted=
 (again had to keep the aux fuel pump on) and began to taxi but felt the su=
rge right away but it was not as pronounced a before and seemed to be lesse=
ning. =A0During run up I let the engine run a bit longer than usual at 1800=
 RPM. =A0When I went back ti idle...no surge. =A0I taxied to the active...n=
o surge and took off. =A0Flew great, landed and repeated the=A0</div>
<div>Et sit for 20 minute thing. =A0I restarted, taxied with a bit of a sur=
ge but was able to eliminate it during taxi and run up.</div><div><br></div=
><div>I am not ready to celebrate yet but I definitely see a marked reducti=
on in the severity of the surge and the ability, at least today, to elimina=
te any surge by simply taxiing and or a bit of an extended run up. =A0I bel=
ieve the blast air is the reason for the improvement. =A0I believe I should=
 also add a second blast tube with the air directed at the gascolator.</div=
>
<div><br></div><div>Does this make sense? =A0Any and all comments welcome!<=
/div><div><br></div><div>Berni<span></span></div>

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