X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 1 [X] Return-Path: Sender: To: lml Date: Sun, 04 Feb 2007 23:36:14 -0500 Message-ID: X-Original-Return-Path: Received: from mtao03.charter.net ([209.225.8.188] verified) by logan.com (CommuniGate Pro SMTP 5.1.5) with ESMTP id 1811647 for lml@lancaironline.net; Sun, 04 Feb 2007 23:26:52 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.225.8.188; envelope-from=troneill@charter.net Received: from aa06.charter.net ([10.20.200.158]) by mtao03.charter.net (InterMail vM.6.01.06.03 201-2131-130-104-20060516) with ESMTP id <20070205042556.OVEI283.mtao03.charter.net@aa06.charter.net> for ; Sun, 4 Feb 2007 23:25:56 -0500 Received: from axs ([75.132.198.100]) by aa06.charter.net with SMTP id <20070205042556.TEZK1289.aa06.charter.net@axs> for ; Sun, 4 Feb 2007 23:25:56 -0500 X-Original-Message-ID: <012101c748dd$bd605d90$6501a8c0@axs> From: "terrence o'neill" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Boost pump use X-Original-Date: Sun, 4 Feb 2007 22:25:59 -0600 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_011E_01C748AB.7257E980" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 X-Chzlrs: 0 This is a multi-part message in MIME format. ------=_NextPart_000_011E_01C748AB.7257E980 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Scott, Gosh, now I'll have to look it up. When talking temps I usually = assume it's all Farenheit, unless I'm talking to my daughter who married = a Canadian. It did seen low to me at the time. in your style-- Terrence O'Neill aka RedHand Lancair N211AL IO235/320 @ Greenville, IL (KGRE) =20 (what's SB89/96 stand for? =20 ----- Original Message -----=20 From: Sky2high@aol.com=20 To: lml=20 Sent: Friday, February 02, 2007 08:51 PM Subject: [LML] Re: Boost pump use In a message dated 2/2/2007 3:49:54 P.M. Central Standard Time, = marv@lancaironline.net writes: I think it was Don at Aoirflow Performance who told me fuel boils = at 130F at sea level. at 100F at 10,000 ft., and if pulled throuogh a filter to = the pump, at 80F. Terrence, Are you sure those weren't degrees Centigrade? The area behind my engine, the dead space betwixt the top cowl and the = air exiting the bottom of the engine cylinder head cooling fins, often = reaches 70C (158F), especially during a slower flight regime (airport = traffic pattern) on a hot day (30C+) at 1500 MSL. The fuel does not = demonstrate "boiling" or vaporization at such temperatures. However, = idling at slow taxi on a 30C+ (86F+) for a long time (20+minutes), where = the air temp behind the engine reaches 90C+ (194F+), there is a = vaporization problem that requires the boost pump (also sitting the 90C = temp) to help the engine pump (at God knows what heat soaked temp) raise = the fuel pressure high enough to force it back into enough of a liquid = state so that the engine pump could also push it thru the fuel system as = a liquid at the proper pressure. 140 kts+ climb or flight speed reduces the cowl temperatures enough so = that the fuel, under the proper pressure, reaches the injectors and = thence to the induction system for ultimate use by each and every = cylinder's advanced ignition system to be ignited so that my air pump = actually produces enough torque to be transferred to a rotor device = finally instigating sufficient rearward thrust that further relies on = Newtonian concepts to force the fuel laden wings passing thru = non-violent air to provide sufficient lift to overcome the instantaneous = effects of gravity (another Newtonian concept) so that my machine = remains airborne successfully once again. Oh well, all I can do is operate in the future by what I have observed = in the past.=20 Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) A man has got to know his limitations. ------=_NextPart_000_011E_01C748AB.7257E980 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Scott,
    Gosh, now = I'll have=20 to look it up.  When talking temps I usually assume it's all = Farenheit,=20 unless I'm talking to my daughter who married a Canadian. It did seen = low to me=20 at the time.
 
in your style--
 Terrence O'Neill = aka=20 RedHand
Lancair N211AL = IO235/320
@ Greenville, IL = (KGRE) =20
  (what's SB89/96 stand = for?  
----- Original Message -----
From:=20 Sky2high@aol.com=20
To: lml
Sent: Friday, February 02, 2007 = 08:51=20 PM
Subject: [LML] Re: Boost pump = use

In a message dated 2/2/2007 3:49:54 P.M. Central Standard Time, = marv@lancaironline.net = writes:
 =20 I think it was Don at Aoirflow Performance who told me fuel boils at = 130F=20 at
sea level. at 100F at 10,000 ft., and if pulled throuogh a = filter to=20 the pump,
at 80F.
Terrence,
 
Are you sure those weren't degrees Centigrade?
 
The area behind my engine, the dead space betwixt the top = cowl and=20 the air exiting the bottom of the engine cylinder head cooling fins, = often=20 reaches 70C (158F), especially during a slower flight regime (airport = traffic=20 pattern) on a hot day (30C+) at 1500 MSL.  The fuel does not = demonstrate "boiling" or vaporization at such temperatures.  = However,=20 idling at slow taxi on a 30C+ (86F+) for a long time (20+minutes), = where the=20 air temp behind the engine reaches 90C+ (194F+), there is a = vaporization=20 problem that requires the boost pump (also sitting the 90C temp) to = help the=20 engine pump (at God knows what heat soaked temp) raise the fuel = pressure high=20 enough to force it back into enough of a liquid state so that the = engine pump=20 could also push it thru the fuel system as a liquid at the proper=20 pressure.
 
140 kts+ climb or flight speed reduces the=20 cowl temperatures enough so that the fuel, under the proper = pressure,=20 reaches the injectors and thence to the induction system for ultimate = use by=20 each and every cylinder's advanced ignition system to be ignited = so that=20 my air pump actually produces enough torque to be transferred to = a rotor=20 device finally instigating sufficient rearward thrust that further = relies on=20 Newtonian concepts to force the fuel laden wings passing thru = non-violent air=20 to provide sufficient lift to overcome the instantaneous effects of = gravity=20 (another Newtonian concept) so that my machine remains airborne=20 successfully once again.
 
Oh well, all I can do is operate in the future by what I have = observed in=20 the past.=20
 
Scott=20 Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

A man has got to know his=20 limitations.
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