Lancair Mailing List Digest #3493
 
 1) Want to trade your IV for a Cirrus?
    by Berni <bbreen@cableone.net>
 2) Re: Rain in the cockpit...
    by John Hafen <j.hafen@comcast.net>
 3) Fuel caps, LNC2
    by "George Shattuck" <gws37@plantationcable.net>
 4) Re: How do I run lean of peak?
    by Paul Bricker <pbricker@att.net>
 5) Re: Paint
    by Jeff Pelletier <Loantracy@sbcglobal.net>
 6) Re: LOP effect on CHT
    by Colyn Case <colyncase@earthlink.net>
 7) Re: finding the right altitude in a 4P
    by Craig Gainza <cgainza@msn.com>
 8) Re: LNC2 Fuel Caps
    by Matt Hapgood <matt.hapgood@alumni.duke.edu>
 9) Finding the right altitude in a 4P
    by paul miller <paul@tbm700.com>
10) Re: Nice weekend at a fly-in
    by "Bill Harrelson" <n5zq@verizon.net>
11) Re: LOP effect on CHT
    by paul miller <paul@tbm700.com>
12) Almost completed LIVP  for sale
    by "John Petersen" <johnp@arlingtoninstitute.org>
13) Re: LNC2 Fuel Caps
    by vtailjeff@aol.com
14) Re: LNC2 Fuel Caps
    by "Danny Miller" <danny.miller@verizon.net>
15) Re: How do I run lean of peak?
    by Walter Atkinson <walter@advancedpilot.com>
16) Re: In-flight Mag Check?
    by Gary Casey <casey.gary@yahoo.com>
17) Re: How do I run lean of peak?
    by Gary Casey <casey.gary@yahoo.com>
18) Re: Spark plugs
    by don Grabiel <grabiel71@gmail.com>
19) Re: LOP effect on CHT
    by Walter Atkinson <walter@advancedpilot.com>
20) Wing Cuffs and more
    by "Nicholas Paczkowski" <npaczkowski@telus.net>
21) Re: N927LE Returning From Moscow Airshow (Russia)
    by <marv@lancair.net>
 
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I own a 2007 Cirrus SR22GTS Turbo with every option including A/C and Avidyne panel still under warranty.  Engine still under warranty.  I just had a new DFC90 digital autopilot installed also under warranty.  It is a mint condition airplane with 600 hours TTA&E, hangered 100% of the time.  Interior 10, exterior 10.  Maintained by the best Cirrus certified shop in the country.
 
I want to trade for a Lancair IV in the same condition.  I have owned a normally aspirated IV and a turbine.  I am open to a trade for any well built, mint condition IV.  My airplane is worth a solid $350,000 and will actually sell for that number or close to it.  
 
Let me know if you are interested.
 
Sent from my iPad
Berni 
228 342-2521
Bbreen@cableone.net

Ron:
 
If you really want to keep rain out of the cockpit, go slower in the pattern, and to be able to carry a ton of stuff, I would recommend a Cessna T210.  The nice high wing keeps the elements out while you load a Corvette engine in the back where you have taken out the back 4 seats.  The CG and load carrying capacity is such that it is hard to physically over load, although I think I did accomplish that a few times.
 
Of course, you give up a about 100 knots, and the chicks don't dig you as much.  But at least you don't have to carry a towel in the cockpit.
 
John Hafen
IVP 414AJ, 330 hours
 
 
On Aug 25, 2011, at 7:48 AM, Ronald STEVENS wrote:
 
Hello guys
 
As you probably are aware I am flying my .... off in my Lancair 4p. I did more than 50 hours now within 1 month. And the flying has been a blast, a revelation, a learning experience beyond my imagination.
 
However sometimes you are stumbling on little facts that is kind of surprising and will get your attention fast LOL
 
For example, last time I flew into KORL (Orlando Executive) I got surprised by a steep sink rate (I was heavy, 2 pilots over 500pound, luggage 80 pounds, full fuel), I landed almost without any flare.
I noticed this a few times when I was slow in my downwind (like just 100) and before you know it you are getting back on the power curve so much that it can surprise you a lot. 
 
So off course I will keep my speed up in the pattern, as 120 is actually a good speed, not too fast and still a good angle of attack, 110 base and final, and only on short final pulling power.
 
But my question here is......each time I am in rain, and I release the door seal....it starts training inside the plane. Now in the summer this is not a big deal, but when it is getting colder.....brrrrrr
 
Is there anything you can do to prevent this? (besides keeping a towel in the cabin LOL)
 
Also......how do I maintain the door seal in a good condition? Thanks
 
== Ronald (>50 hours and counting)
 
--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html
 

Robert is correct that many engines can run LOP right out of the box. I
wasn't as lucky with my IO-550N from Performance. I had 1.7 gph spread!
GAMI initially sent a set of "E" sized injectors to get me in the
ballpark, and then we swapped out 3 and 4 with "F"'s, and the spread was
down to 0.2 gph. The engine loved running LOP. I ran my ES WOT, 2500 rpm
at 10,000 at ~ 11.5 gph and 184 KTAS.
 
Paul Bricker
 
On 8/25/11 7:48 AM, "Lancair" <lancair-esp@ustek.com> wrote:
 
>A lot has been written about GAMI injectors but they are far from
>required for LoP operation.  I had a Lyc IO360 by Aero Sport Power,
>Kamloops BC  in my GlaStar and ran the GAMI fuel burn test.  The fuel
>flows were beautifully balanced and I ran LoP just fine. The plugs were
>clean at every check and I had 500 hrs on it when I sold it.  Changed the
>plugs once.  Saved 1.5 gph as I recall.
>
>After break-in of my Cont. TSIO550 by Performance (yes, THAT Performance)
>I ran the same burn test and lo and behold it too had great balance.  All
>cylinders peaked at about the same time although at different
>temperatures.  I cruise it TIT 1550-1600, EGT 100F LoP 17.3 gph set at
>2500rpm and 32².  Plugs are clean and the engine runs smoothly.
>
>Aircraft have run LoP for decades without GAMI injectors, so test the
>engine before you hurry to pay the cost.
>
>Robert M. Simon
>ES-P N301ES
>
>From: Danny Miller [mailto:danny.miller@verizon.net]
>Subject: RE: How do I run lean of peak?
>Gary, et.al,
>I certainly can¹t speak to what others are getting but I have GAMI
>injectors and my engine has been flow balanced.
>--
>For archives and unsub
>http://mail.lancaironline.net:81/lists/lml/List.html
 
 

I am in the paint stage and picking paint brand and type, what has been used ?  
Has anyone used an acrylic urethane auto paint?
 
thanks
 
Jeff Pelletier
209.609.0233
Sent from my iPad
 
On Aug 25, 2011, at 7:48 AM, "Greenbacks, UnLtd." <N4ZQ@VERIZON.NET> wrote:
 
> Is there an ideal thickness of clear coat on top of a color base?
> How about leading edges in particular?
> For those of you who have recently painted a 320/360, what quantity of materials were required?
> 
> Thanks,
> 
> Angier Ames
> N4ZQ
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html

Dear subscribers,
 
One question bothers me for a while now and maybe someone can give me an
answer on it.
 
How do I find the right altitude with a head wind?
 
Usually winds get stronger when you go higher - at the same time the
plane goes faster when you go higher. 
 
If I think long enough I probably could come up with a solution
calculating headwind components at different altitudes and comparing it
with the 3 kts speed increase per 100ft (Craig Berland's number).
 
How do you find your altitude without messing around for too long?
 
Thanks
 
Ralf

Matt,

The locking lever acts like a cam and goes over a high point as it closes.

I suspect you've worn down the bump.  See if you can disassemble the cap and orient the parts so as to be able to file down the spot on the bottom  of the bump and thereby restore some of it's prominence.  Don't overdo it, - you need to take up the lost material with the adjustment nut.

 

Mark Ravinski

----- Original Message -----

From: Matt Hapgood

To: lml@lancaironline.net

Sent: Wednesday, August 24, 2011 2:36 PM

Subject: [LML] LNC2 Fuel Caps

I am having a fuel cap crisis with my 360.  Here's the quick story:

 

1. I've been flying my 360 for 10 years.  Never had any problem with fuel caps.

2. Got the plane out of annual a few weeks ago

3. Now the little flip lever that wedges the cap closed will not stay down.  It pops up.  Happened on one side, so I played around with it a bit and loosened and tightened the nut at the bottom of the cap.  No help.  Compared to other side and can see no difference.  Then, like an idiot, decided to lubricate the working sides' o-ring (which I have done MANY time in the past).  I just use engine oil from the dipstick.  Again, have done this MANY times over 10 years.

 

Now neither side will stay closed.  I am 1300 NM (KEGE) from my home base, and not a fan of flying with duct tape over the fuel caps.  Short of ordering new fuel caps, any suggestions? 

 

Anyone had this problem with their fuel caps in the past?

 

Any help appreciated...

 

Matt Hapgood

919-619-3296

---

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I have Flitestar for the TBM which is great for fuel planning with integrated winds.  Used on the Lancair to test whether going high will help or hurt.
 

Yep, almost exactly the same...5 gallons each.
 
Bill Harrelson
N5ZQ 320 1,950 hrs
N6ZQ  IV under construction
 
 
 
 
 
 
-----Original Message----- 
From: Dr. Weinsweig
Sent: Thursday, August 25, 2011 10:48 AM
To: lml@lancaironline.net
Subject: [LML] Re: Nice weekend at a fly-in
 
awesome!....but did the amount of urine in bottles at the end of the flight 
equal the amount of remaining fuel?!?!
 
david weinsweig
n750dw propjet
weinsweigd@gmail.com
 
>>> n5zq@verizon.net 08/22/2011 1:28 PM >>>
Got back to Virginia (VA42, Fredericksburg) last night after attending a
fly-in at Flabob airport (KRIR) in Riverside, CA. I flew NONSTOP both ways.
http://flightaware.com/live/flight/N5ZQ
Not too bad for a little 2 place homebuilt. I have removable extra tanks for
a total capacity of 85 gallons. I landed at Flabob with an hour of fuel in
the tank, I landed in Fredericksburg with 4 hours remaining.
 
Bill Harrelson
N5ZQ 320 1,950 hrs
N6ZQ  IV under construction
 

On 2011-08-25, at 8:48 AM, Art Jensen wrote:

...

how cool you can run the IO-550 engine

I have an almost completed, very well-built LIVP for sale.  It has an
American Eagle V-8 500 hp, liquid cooled engine.  This engine was designed
using the most advanced internal combustion technologies specifically for
the LIVP. The firewall forward components and blended winglets were designed
by a Boeing design engineer for this airplane.  It has a two display Chelton
glass panel with Garmin, TruTrak, Icom, etc. units.  Three GPS sources.
Body in primer.  Two front seats upholstered. Rest of leather available.
Had engine running and then engine control unit software got corrupted.
Needs a new ECU OEM or after market system.  No known problems except the
engine ECU.
 
Wife wants me out of this project.  Have over $600K in it.  Will sell for
$200.  Located in Merritt Island, FL
 
If interested, let me know and I'll provide PowerPoint show of photos.  
 
John L. Petersen
Berkeley Springs, West Virginia, 25411 
USA
Mobile: +1-703-623-1944
 
 

Duct tape will not come off.
 
Sent from my iPad
 
On Aug 25, 2011, at 7:48 AM, Berni <bbreen@cableone.net> wrote:
 
> If you are forced to fly with no other solution I would suggest using aluminum (sometimes called speed tape) tape.  It will not come off in flight.  This would be a much better temporary solution than duct tape.  
> 
> Sent from my iPad
> Berni Breen
> Bbreen@cableone.net
> 
> On Aug 24, 2011, at 1:36 PM, Matt Hapgood <matt.hapgood@alumni.duke.edu> wrote:
> 
>> I am having a fuel cap crisis with my 360.  Here's the quick story:
>> 
>> 1. I've been flying my 360 for 10 years.  Never had any problem with fuel caps.
>> 2. Got the plane out of annual a few weeks ago
>> 3. Now the little flip lever that wedges the cap closed will not stay down.  It pops up.  Happened on one side, so I played around with it a bit and loosened and tightened the nut at the bottom of the cap.  No help.  Compared to other side and can see no difference.  Then, like an idiot, decided to lubricate the working sides' o-ring (which I have done MANY time in the past).  I just use engine oil from the dipstick.  Again, have done this MANY times over 10 years.
>> 
>> Now neither side will stay closed.  I am 1300 NM (KEGE) from my home base, and not a fan of flying with duct tape over the fuel caps.  Short of ordering new fuel caps, any suggestions?  
>> 
>> Anyone had this problem with their fuel caps in the past?
>> 
>> Any help appreciated...
>> 
>> Matt Hapgood
>> 919-619-3296
> 
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html

I disagree.  Duct tape is fine and probably easier to remove than the
aluminum tape.  I've used standard duct tape on military flights in testing
and found that it holds just fine and only begins to separate at mach 1 as
the wave passes over it.
 
Danny Miller
N 38° 43' 25.7"
W 77° 30' 38.6"
 
 
-----Original Message-----
From: Berni [mailto:bbreen@cableone.net] 
Sent: Thursday, August 25, 2011 10:49 AM
To: lml@lancaironline.net
Subject: Re: [LML] LNC2 Fuel Caps
 
If you are forced to fly with no other solution I would suggest using
aluminum (sometimes called speed tape) tape.  It will not come off in
flight.  This would be a much better temporary solution than duct tape.  
 
Sent from my iPad
Berni Breen
Bbreen@cableone.net
 
On Aug 24, 2011, at 1:36 PM, Matt Hapgood <matt.hapgood@alumni.duke.edu>
wrote:
 
> I am having a fuel cap crisis with my 360.  Here's the quick story:
>  
> 1. I've been flying my 360 for 10 years.  Never had any problem with fuel
caps.
> 2. Got the plane out of annual a few weeks ago
> 3. Now the little flip lever that wedges the cap closed will not stay
down.  It pops up.  Happened on one side, so I played around with it a bit
and loosened and tightened the nut at the bottom of the cap.  No help.
Compared to other side and can see no difference.  Then, like an idiot,
decided to lubricate the working sides' o-ring (which I have done MANY time
in the past).  I just use engine oil from the dipstick.  Again, have done
this MANY times over 10 years.
>  
> Now neither side will stay closed.  I am 1300 NM (KEGE) from my home base,
and not a fan of flying with duct tape over the fuel caps.  Short of
ordering new fuel caps, any suggestions?  
>  
> Anyone had this problem with their fuel caps in the past?
>  
> Any help appreciated...
>  
> Matt Hapgood
> 919-619-3296
 

 
On Aug 25, 2011, at 8:48 AM, Lancair wrote:
 
Aircraft have run LoP for decades without GAMI injectors, so test the engine before you hurry to pay the cost.
 
 
 
That's certainly true and GAMI agrees.  They are not interested in selling anyone something they don't need.