X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 01 Jan 2009 11:40:02 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m19.mx.aol.com ([64.12.137.11] verified) by logan.com (CommuniGate Pro SMTP 5.2.11) with ESMTP id 3406748 for lml@lancaironline.net; Thu, 01 Jan 2009 09:42:42 -0500 Received: from Mquinns@aol.com by imo-m19.mx.aol.com (mail_out_v39.1.) id q.c0d.4589eaed (37128) for ; Thu, 1 Jan 2009 09:42:36 -0500 (EST) Received: from smtprly-db03.mx.aol.com (smtprly-db03.mx.aol.com [205.188.249.154]) by cia-ma02.mx.aol.com (v121_r5.5) with ESMTP id MAILCIAMA022-5c40495cd659327; Thu, 01 Jan 2009 09:42:38 -0500 Received: from MBLK-M20 (mblk-m20.mblk.aol.com [64.12.136.53]) by smtprly-db03.mx.aol.com (v121_r5.5) with ESMTP id MAILSMTPRLYDB036-5c40495cd659327; Thu, 01 Jan 2009 09:42:33 -0500 References: X-Original-To: lml@lancaironline.net Subject: Re: [LML] 2 L360 Questions X-Original-Date: Thu, 01 Jan 2009 09:42:33 -0500 X-AOL-IP: 97.104.162.166 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: mquinns@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CB3A3650FD0E3A_6E4_4BB1_MBLK-M20.sysops.aol.com" X-Mailer: AOL Webmail 40627-STANDARD Received: from 97.104.162.166 by MBLK-M20.sysops.aol.com (64.12.136.53) with HTTP (WebMailUI); Thu, 01 Jan 2009 09:42:33 -0500 X-Original-Message-Id: <8CB3A3650EEC030-6E4-24C0@MBLK-M20.sysops.aol.com> X-Spam-Flag:NO ----------MB_8CB3A3650FD0E3A_6E4_4BB1_MBLK-M20.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/plain; charset="us-ascii" Tom, ?? There are many line options available and personnel choices run the gamut. Lighter is better and there is?much to be said for hand making aluminum lines. The technique is not difficult and the learning curve is short. I have a mix of aluminum lines and flexible ones but if I had it to do over again, I would use flexible. It is more expensive and slightly heavier but the ease on installation is significant. They also make smooth flowing radius' which sometimes is not always easy when you are trying match parrellel lines.?Flexible lines also allow you to tweak routing without refabrication. Changing your lines is?a good opportunity to route lines in such a way that that lines are always ascending. This is an important advantage in getting the air out of a system which can sometimes be a nightmare. If your pump is mounted low in the airframe, you can even run your lines to a planned hight point (probably near your emergency by-pass where air will collect) and install a bleeder fitting. You can always crack lines at the bypass but this is not always the highest point. ?? Regarding your oil problem, I made the simple choice to just install a collection can (from acs) which has a bleeder valve on the bottom. Once?a month or so I open the bleeder and drain about an ounce into a can (average ten flight hours a month). I have never been a fan of oil air separators?and since vented oil is not a problem on my engine, went with the collection can. Mark Quinn lancair 360 -----Original Message----- From: Tom McNerney To: lml@lancaironline.net Sent: Wed, 31 Dec 2008 9:57 pm Subject: [LML] 2 L360 Questions I have 2 issues I would like to get some advice on. #1? My airplane was built in 1995 and it seems just about every hydraulic line is near the end of service.? Where should I go for new lines?? Either factory built, or a source for all the hardware needed to make new lines. #2? Crank Case Vent.? I have been cleaning oil off of the bottom of the airplane for to long now.? I have moved the vent line to about every location I can think of on the firewall in an attempt to stop the venting of oil.? Not much luck.? I would love to have some input on locating this vent.? I do not have an air/oil separator.? Is this the solution??? A picture would speak a thousand words. 1995 L-360 XP-400 N54SG.com Thanks Tom McNerney -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html ----------MB_8CB3A3650FD0E3A_6E4_4BB1_MBLK-M20.sysops.aol.com Content-Transfer-Encoding: 7bit Content-Type: text/html; charset="us-ascii" Tom,
   There are many line options available and personnel choices run the gamut. Lighter is better and there is much to be said for hand making aluminum lines. The technique is not difficult and the learning curve is short. I have a mix of aluminum lines and flexible ones but if I had it to do over again, I would use flexible. It is more expensive and slightly heavier but the ease on installation is significant. They also make smooth flowing radius' which sometimes is not always easy when you are trying match parrellel lines. Flexible lines also allow you to tweak routing without refabrication. Changing your lines is a good opportunity to route lines in such a way that that lines are always ascending. This is an important advantage in getting the air out of a system which can sometimes be a nightmare. If your pump is mounted low in the airframe, you can even run your lines to a planned hight point (probably near your emergency by-pass where air will collect) and install a bleeder fitting. You can always crack lines at the bypass but this is not always the highest point.
   Regarding your oil problem, I made the simple choice to just install a collection can (from acs) which has a bleeder valve on the bottom. Once a month or so I open the bleeder and drain about an ounce into a can (average ten flight hours a month). I have never been a fan of oil air separators and since vented oil is not a problem on my engine, went with the collection can.

Mark Quinn
lancair 360


-----Original Message-----
From: Tom McNerney <dudewanarace@yahoo.com>
To: lml@lancaironline.net
Sent: Wed, 31 Dec 2008 9:57 pm
Subject: [LML] 2 L360 Questions

I have 2 issues I would like to get some advice on.

#1  My airplane was built in 1995 and it seems just about every hydraulic line 
is near the end of service.  Where should I go for new lines?  Either factory 
built, or a source for all the hardware needed to make new lines.

#2  Crank Case Vent.  I have been cleaning oil off of the bottom of the airplane 
for to long now.  I have moved the vent line to about every location I can think 
of on the firewall in an attempt to stop the venting of oil.  Not much luck.  I 
would love to have some input on locating this vent.  I do not have an air/oil 
separator.  Is this the solution?   A picture would speak a thousand words.

1995 L-360
XP-400
N54SG.com

Thanks
Tom McNerney

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