X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 29 Aug 2011 08:07:31 -0400 Message-ID: X-Original-Return-Path: Received: from snt0-omc3-s2.snt0.hotmail.com ([65.55.90.141] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5106670 for lml@lancaironline.net; Sun, 28 Aug 2011 22:45:40 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.55.90.141; envelope-from=joscales98@hotmail.com Received: from SNT135-W7 ([65.55.90.135]) by snt0-omc3-s2.snt0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Sun, 28 Aug 2011 19:45:04 -0700 X-Original-Message-ID: X-Original-Return-Path: joscales98@hotmail.com Content-Type: multipart/alternative; boundary="_d118dcf9-0476-43ba-b1cd-57eccd7b53c2_" X-Originating-IP: [75.81.231.105] From: Jim Scales X-Original-To: Lancair List Subject: RE: [LML] LOP Academics X-Original-Date: Sun, 28 Aug 2011 21:45:03 -0500 Importance: Normal In-Reply-To: References: MIME-Version: 1.0 X-OriginalArrivalTime: 29 Aug 2011 02:45:04.0167 (UTC) FILETIME=[A7B0B370:01CC65F5] --_d118dcf9-0476-43ba-b1cd-57eccd7b53c2_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Would someone please explain what this is all about. I am very confused. I can't tell if this is sarcasm=2C flaming=2C suggestion=2C argument.......= .........what? Jim To: lml@lancaironline.net Date: Sun=2C 28 Aug 2011 21:32:37 -0400 From: jraddison@msn.com Subject: [LML] LOP Academics From: jraddison@msn.com To: lml@lancaironline.net Subject: RE: lml Digest #3493 Date: Sat=2C 27 Aug 2011 09:34:28 -0700 Is it just me=2C or are others disturbed at $995 ransom for getting engine = operating information that shouldn't be a secret. Noris it particularly pro= prietary. Forget the wineing and dining and secret membership code rings. = Half day max from Mike Busch should do it. Hey that's an idea! A. It's not rocket science.B. 2 and a half days of humming Cum-by-ya is t= oo much.C. If some don't already accept LOP in principle=2C let those ones= go=2C it's only fair to engine shops.D. Readers Digest was popular for go= od reasons.E. I have a very fast plane for a good reason.... I've got plac= es to go and people to see! F. Sargeant Friday: "The facts ma'am=2C just t= he facts ma'am."G. Drinking too much Koolaid will give you a tummy ache. Jack AddisonA Need for Speed From: lml@lancaironline.net Subject: lml Digest #3493 Date: Sat=2C 27 Aug 2011 06:00:02 -0400 Lancair Mailing List Digest #3493 =20 1) Want to trade your IV for a Cirrus? by Berni 2) Re: Rain in the cockpit... by John Hafen 3) Fuel caps=2C LNC2 by "George Shattuck" 4) Re: How do I run lean of peak? by Paul Bricker 5) Re: Paint by Jeff Pelletier 6) Re: LOP effect on CHT by Colyn Case 7) Re: finding the right altitude in a 4P by Craig Gainza 8) Re: LNC2 Fuel Caps by Matt Hapgood 9) Finding the right altitude in a 4P by paul miller 10) Re: Nice weekend at a fly-in by "Bill Harrelson" 11) Re: LOP effect on CHT by paul miller 12) Almost completed LIVP for sale by "John Petersen" 13) Re: LNC2 Fuel Caps by vtailjeff@aol.com 14) Re: LNC2 Fuel Caps by "Danny Miller" 15) Re: How do I run lean of peak? by Walter Atkinson 16) Re: In-flight Mag Check? by Gary Casey 17) Re: How do I run lean of peak? by Gary Casey 18) Re: Spark plugs by don Grabiel 19) Re: LOP effect on CHT by Walter Atkinson 20) Wing Cuffs and more by "Nicholas Paczkowski" 21) Re: N927LE Returning From Moscow Airshow (Russia) by =20 This digest is sent to you because you are subscribed to the mailing list . For archives and help click http://mail.lancaironline.net:81/Lists/lml/List= .html LML website: http://www.lancaironline.net/maillist.html --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:00 -0400 Subject: Want to trade your IV for a Cirrus? From: bbreen@cableone.net I own a 2007 Cirrus SR22GTS Turbo with every option including A/C and Avidy= ne panel still under warranty. Engine still under warranty. I just had a = new DFC90 digital autopilot installed also under warranty. It is a mint co= ndition airplane with 600 hours TTA&E=2C hangered 100% of the time. Interi= or 10=2C exterior 10. Maintained by the best Cirrus certified shop in the = country. =20 I want to trade for a Lancair IV in the same condition. I have owned a nor= mally aspirated IV and a turbine. I am open to a trade for any well built= =2C mint condition IV. My airplane is worth a solid $350=2C000 and will ac= tually sell for that number or close to it. =20 =20 Let me know if you are interested. =20 Sent from my iPad Berni=20 228 342-2521 Bbreen@cableone.net --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:00 -0400 Subject: Re: [LML] Rain in the cockpit... From: j.hafen@comcast.net Ron: =20 If you really want to keep rain out of the cockpit=2C go slower in the patt= ern=2C and to be able to carry a ton of stuff=2C 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=2C a= lthough I think I did accomplish that a few times. =20 Of course=2C you give up a about 100 knots=2C and the chicks don't dig you = as much. But at least you don't have to carry a towel in the cockpit. =20 John Hafen IVP 414AJ=2C 330 hours =20 =20 On Aug 25=2C 2011=2C at 7:48 AM=2C Ronald STEVENS wrote: =20 Hello guys =20 As you probably are aware I am flying my .... off in my Lancair 4p. I did m= ore than 50 hours now within 1 month. And the flying has been a blast=2C a = revelation=2C a learning experience beyond my imagination. =20 However sometimes you are stumbling on little facts that is kind of surpris= ing and will get your attention fast LOL =20 For example=2C last time I flew into KORL (Orlando Executive) I got surpris= ed by a steep sink rate (I was heavy=2C 2 pilots over 500pound=2C luggage 8= 0 pounds=2C full fuel)=2C I landed almost without any flare. I noticed this a few times when I was slow in my downwind (like just 100) a= nd before you know it you are getting back on the power curve so much that = it can surprise you a lot.=20 =20 So off course I will keep my speed up in the pattern=2C as 120 is actually = a good speed=2C not too fast and still a good angle of attack=2C 110 base a= nd final=2C and only on short final pulling power. =20 But my question here is......each time I am in rain=2C and I release the do= or seal....it starts training inside the plane. Now in the summer this is n= ot a big deal=2C but when it is getting colder.....brrrrrr =20 Is there anything you can do to prevent this? (besides keeping a towel in t= he cabin LOL) =20 Also......how do I maintain the door seal in a good condition? Thanks =20 =3D=3D Ronald (>50 hours and counting) =20 -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: gws37@plantationcable.net Subject: Fuel caps=2C LNC2 Over the last 15 years or so I have regularly put a=20 few drops of Marvel Mystery Oil (MMO) onto and around the rubber "O" ring o= n the=20 fuel cap. Over time they dry out and will not compress=2C e.g. slide on th= e=20 metal as the tab is closed. I have the original fuel=20 caps. =20 I also put MMO in my fuel at the recommended rate=20 per gallon. =20 George Shattuck LNC2=2C 1500 hrs+/- --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 Subject: Re: [LML] Re: How do I run lean of peak? From: pbricker@att.net 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=2C and then we swapped out 3 and 4 with "F"'s=2C and the spread wa= s down to 0.2 gph. The engine loved running LOP. I ran my ES WOT=2C 2500 rpm at 10=2C000 at ~ 11.5 gph and 184 KTAS. =20 Paul Bricker =20 On 8/25/11 7:48 AM=2C "Lancair" wrote: =20 >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=2C >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=2C 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=2C EGT 100F LoP 17.3 gph set at >2500rpm and 32=B2. Plugs are clean and the engine runs smoothly. > >Aircraft have run LoP for decades without GAMI injectors=2C 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=2C et.al=2C >I certainly can=B9t 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 =20 =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: Loantracy@sbcglobal.net Subject: Re: [LML] Re: Paint I am in the paint stage and picking paint brand and type=2C what has been u= sed ? =20 Has anyone used an acrylic urethane auto paint? =20 thanks =20 Jeff Pelletier 209.609.0233 Sent from my iPad =20 On Aug 25=2C 2011=2C at 7:48 AM=2C "Greenbacks=2C UnLtd." wrote: =20 > 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=2C what quantity of = materials were required? >=20 > Thanks=2C >=20 > Angier Ames > N4ZQ > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.ht= ml --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: colyncase@earthlink.net Subject: Re: [LML] LOP effect on CHT Well=2C one issue is you would like your oil hot enough to boil the water o= ff. On Aug 25=2C 2011=2C at 10:48 AM=2C Art Jensen wrote: It is true that runni= ng LOP will cause the engine to run cooler. As you all know the Legacy doe= sn't have cowl flaps. I built my Legacy with inlets in the cowl that are 1= /4 inch smaller in diameter to reduce cooling drag=2C tightened up the baff= ling to make use of all the cooling air and I find that running LOP at alti= tude my CHT's will run from 278 to 300 degrees. Since I could not find any= thing published regarding how cool you can run the engine=2C I asked a tech= rep. from Continental how cool you can run the IO-550 engine and what dama= ge would result should I do so. He indicated that that's the reason you do= n't find a published number. Is that possible? At the temps mentioned above=2C my oil temp is 180 degrees. So=2C I would like to hear from you regarding your thoughts on this subject= . Thanks for your input. Art Jensen =20 =20 =20 =20 =20 =20 =20 From: =20 Walter Atkinson =3B = =20 =20 To: =20 =3B = = =20 =20 Subject: =20 [LML] Re: How do I run lean of peak? = =20 =20 Sent: =20 Mon=2C Aug 22=2C 2011 5:28:42 PM = =20 =20 =20 =20 =20 =20 But what is your actual hourly savi= ng and is it worth the additional stress on your engines for the potentiall= y much lower TBO? You decide and your mileage may vary. 400 million hours of flight data supports the fact that when run ROP=2C th= e TC-18 radial on the DC-7s had a TBO of 600 hours. When run LOP it had a = TBO of 3600 hours. Yep=2C 3 thousand 6 hundred vs. 6 hundred hours. =20 =20 =20 =20 =20 =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: cgainza@msn.com Subject: RE: [LML] finding the right altitude in a 4P Ralf=2C I use Seattle Avionics Voyager and fltpln.com. Voyager is a big program an= d is best used on a fast machine with decent sized memory. The preflight p= lanning is a snap. It optimizes for altitudes after downloading weather. I use fltpln.com primarily for recently accepted IFR routes. Good luck=2C Craig Gainza=20 To: lml@lancaironline.net Date: Wed=2C 24 Aug 2011 14:36:43 -0400 From: bronnenmeier@GROBSYSTEMS.COM Subject: [LML] finding the right altitude in a 4P Dear subscribers=2C =20 One question bothers me for a while now and maybe someone can give me an answer on it. =20 How do I find the right altitude with a head wind? =20 Usually winds get stronger when you go higher - at the same time the plane goes faster when you go higher.=20 =20 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). =20 How do you find your altitude without messing around for too long? =20 Thanks =20 Ralf -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html= =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: matt.hapgood@alumni.duke.edu Subject: Re: [LML] Re: LNC2 Fuel Caps A big Thank You to everyone on the list who has called or email with sugges= tions and offers of help with my fuel cap challenge. I have ordered two ne= w caps from Spruce (Lancair was out of stock) and will try to scavenge for = parts so I can keep the polished part of my existing caps and also have spa= re stuff laying around the garage to annoy my wife. Sincerely=2C Matt On Aug 25=2C 2011=2C at 8:48 AM=2C "Mark Ravinski" wrot= e: Matt=2C The locking lever acts like a cam and goes over a=20 high point as it closes. I suspect you've worn down the bump. See if=20 you can disassemble the cap and orient the parts so as to be able to file d= own=20 the spot on the bottom of the bump and thereby restore some of it's=20 prominence. Don't overdo it=2C - you need to take up the lost material wit= h=20 the adjustment nut. =20 Mark Ravinski ----- Original Message -----=20 From:=20 Matt Hapgood=20 To: lml@lancaironline.net=20 Sent: Wednesday=2C August 24=2C 2011 2:36=20 PM Subject: [LML] LNC2 Fuel Caps =20 I am having a fuel cap crisis with my 360. Here's the quick=20 story: =20 1. I've been flying my 360 for 10 years. Never had any problem with=20 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=20 stay down. It pops up. Happened on one side=2C so I played around=20 with it a bit and loosened and tightened the nut at the bottom of the=20 cap. No help. Compared to other side and can see no=20 difference. Then=2C like an idiot=2C decided to lubricate the working si= des'=20 o-ring (which I have done MANY time in the past). I just use engine oil= =20 from the dipstick. Again=2C have done this MANY times over 10 years.=20 =20 Now neither side will stay closed. I am 1300 NM (KEGE) from my home=20 base=2C and not a fan of flying with duct tape over the fuel caps. Short= =20 of ordering new fuel caps=2C any suggestions? =20 =20 Anyone had this problem with their fuel caps in the past? =20 Any help appreciated... =20 Matt Hapgood 919-619-3296 =20 =20 =20 No virus found in this incoming message. Checked by AVG -=20 www.avg.com=20 Version: 9.0.901 / Virus Database: 271.1.1/3854 - Release=20 Date: 08/24/11 02:34:00 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: paul@tbm700.com Subject: [LML] Finding the right altitude in a 4P I have Flitestar for the TBM which is great for fuel planning with integrat= ed winds. Used on the Lancair to test whether going high will help or hurt= . =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: n5zq@verizon.net Subject: Re: [LML] Re: Nice weekend at a fly-in Yep=2C almost exactly the same...5 gallons each. =20 Bill Harrelson N5ZQ 320 1=2C950 hrs N6ZQ IV under construction =20 =20 =20 =20 =20 =20 -----Original Message-----=20 From: Dr. Weinsweig Sent: Thursday=2C August 25=2C 2011 10:48 AM To: lml@lancaironline.net Subject: [LML] Re: Nice weekend at a fly-in =20 awesome!....but did the amount of urine in bottles at the end of the flight= =20 equal the amount of remaining fuel?!?! =20 david weinsweig n750dw propjet weinsweigd@gmail.com =20 >>> n5zq@verizon.net 08/22/2011 1:28 PM >>> Got back to Virginia (VA42=2C Fredericksburg) last night after attending a fly-in at Flabob airport (KRIR) in Riverside=2C CA. I flew NONSTOP both way= s. http://flightaware.com/live/flight/N5ZQ Not too bad for a little 2 place homebuilt. I have removable extra tanks fo= r a total capacity of 85 gallons. I landed at Flabob with an hour of fuel in the tank=2C I landed in Fredericksburg with 4 hours remaining. =20 Bill Harrelson N5ZQ 320 1=2C950 hrs N6ZQ IV under construction =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:01 -0400 From: paul@tbm700.com Subject: Re: [LML] LOP effect on CHT Art=2C I've been tracking baffling baffling issues for some time in my Lega= cy. I run much hotter CHTs (closer to 380 in cruise) but my oil temp is d= own to 158F with the door wide open in warm weather (during cruise=2C not t= akeoff or ground). My hangar mate Legacy runs in the 310-320 range on the = same flights so I know I have a leak. I tested one flight a few weeks ago = with 1 piece of tape to hold the baffle tight up front and my temps dropped= to 320F immediately after takeoff in warm Florida. The tape blew off bef= ore the end of the flight but it told me where to look. As far as too cool= CHTs=2C I don't think that's a problem. If you ran 300F all day long I ca= n't see how that would hurt anything and that's in the Green range=2C right= ? Here is a picture of where my tape went to seal the baffle against the cowl= . I assume it was flapping in flight or opening up in this region. 4 inch= es tape =3D 80 degree drop in CHTs across the board. On 2011-08-25=2C at 8:48 AM=2C Art Jensen wrote:...how cool you can run the= IO-550 engine =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: johnp@arlingtoninstitute.org Subject: Almost completed LIVP for sale I have an almost completed=2C very well-built LIVP for sale. It has an American Eagle V-8 500 hp=2C liquid cooled engine. This engine was designe= d using the most advanced internal combustion technologies specifically for the LIVP. The firewall forward components and blended winglets were designe= d by a Boeing design engineer for this airplane. It has a two display Chelto= n glass panel with Garmin=2C TruTrak=2C Icom=2C etc. units. Three GPS source= s. 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. =20 Wife wants me out of this project. Have over $600K in it. Will sell for $200. Located in Merritt Island=2C FL =20 If interested=2C let me know and I'll provide PowerPoint show of photos. =20 =20 John L. Petersen Berkeley Springs=2C West Virginia=2C 25411=20 USA Mobile: +1-703-623-1944 =20 =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: vtailjeff@aol.com Subject: Re: [LML] Re: LNC2 Fuel Caps Duct tape will not come off. =20 Sent from my iPad =20 On Aug 25=2C 2011=2C at 7:48 AM=2C Berni wrote: =20 > If you are forced to fly with no other solution I would suggest using alu= minum (sometimes called speed tape) tape. It will not come off in flight. = This would be a much better temporary solution than duct tape. =20 >=20 > Sent from my iPad > Berni Breen > Bbreen@cableone.net >=20 > On Aug 24=2C 2011=2C at 1:36 PM=2C Matt Hapgood wrote: >=20 >> I am having a fuel cap crisis with my 360. Here's the quick story: >>=20 >> 1. I've been flying my 360 for 10 years. Never had any problem with fue= l 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 do= wn. It pops up. Happened on one side=2C so I played around with it a bit = and loosened and tightened the nut at the bottom of the cap. No help. Com= pared to other side and can see no difference. Then=2C like an idiot=2C de= cided to lubricate the working sides' o-ring (which I have done MANY time i= n the past). I just use engine oil from the dipstick. Again=2C have done = this MANY times over 10 years. >>=20 >> Now neither side will stay closed. I am 1300 NM (KEGE) from my home bas= e=2C and not a fan of flying with duct tape over the fuel caps. Short of o= rdering new fuel caps=2C any suggestions? =20 >>=20 >> Anyone had this problem with their fuel caps in the past? >>=20 >> Any help appreciated... >>=20 >> Matt Hapgood >> 919-619-3296 >=20 > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.ht= ml --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: danny.miller@verizon.net Subject: RE: [LML] LNC2 Fuel Caps 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. =20 Danny Miller N 38=B0 43' 25.7" W 77=B0 30' 38.6" =20 =20 -----Original Message----- From: Berni [mailto:bbreen@cableone.net]=20 Sent: Thursday=2C August 25=2C 2011 10:49 AM To: lml@lancaironline.net Subject: Re: [LML] LNC2 Fuel Caps =20 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. =20 =20 Sent from my iPad Berni Breen Bbreen@cableone.net =20 On Aug 24=2C 2011=2C at 1:36 PM=2C Matt Hapgood wrote: =20 > I am having a fuel cap crisis with my 360. Here's the quick story: > =20 > 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=2C so I played around with it a bi= t and loosened and tightened the nut at the bottom of the cap. No help. Compared to other side and can see no difference. Then=2C like an idiot=2C 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=2C have done this MANY times over 10 years. > =20 > Now neither side will stay closed. I am 1300 NM (KEGE) from my home base= =2C and not a fan of flying with duct tape over the fuel caps. Short of ordering new fuel caps=2C any suggestions? =20 > =20 > Anyone had this problem with their fuel caps in the past? > =20 > Any help appreciated... > =20 > Matt Hapgood > 919-619-3296 =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 Subject: Re: [LML] Re: How do I run lean of peak? From: walter@advancedpilot.com =20 On Aug 25=2C 2011=2C at 8:48 AM=2C Lancair wrote: =20 Aircraft have run LoP for decades without GAMI injectors=2C so test the eng= ine before you hurry to pay the cost. =20 =20 =20 That's certainly true and GAMI agrees. They are not interested in selling = anyone something they don't need. --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: casey.gary@yahoo.com Subject: Re: In-flight Mag Check? Craig=2CThanks for the suggestion. But you didn't state which of the three= types you recommend..... :-). Ah=2C never mind - I think I just figured i= t out.I've always worried about moving the ignition switch in flight (as John reported)=2C so in my = ES I installed two independent switches=2C one for each ignition. That eli= minates a single point of failure.Gary Casey John=2CYes=2C not a bad idea=85.however=85.I have done three different type= s of cruise mag checks.1. I was flying by myself. Obtained desired da= ta.2. Flying with better half and failed to =93inform=94 her I was goi= ng to do a mag check.3. Flying with better half and informed her I was going to do a mag check and one mag was failed. (Engine= stopped=85) As an honorable man=2C I can only recommend one of the three m= ethods.If one mag if bad and engine stops=2C I recommend you pull mixture t= o idle cutoff=2C switch back to both mags and then slowly advance mixture and set proper fuel flow. Simply switching back to = both mags can cause unwanted noises when the fuel in the exhaust ignites. U= nwanted noises can cause bruising around your neck.Craig BerlandIV-P N7VG --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: casey.gary@yahoo.com Subject: Re: How do I run lean of peak? Danny=2CThen I don't entirely understand=2C as running 2400 at 10=2C000 put= s you at about 62% power and and at 100 ROP you should be burning about 10 = GPH. So if you are running 8.5 GPH you must be running LOP=2C or at least = at peak=2C already. Yes=2C you will likely save about 1 to 1.5 GPH=2C or a= bout $5 per hour. So to save the $1=2C000 of the course you will have to f= ly 200 hours. Not many=2C actually. Plus you will be getting better range= (fewer fuel stops and the fuel stops you do make can be at lower fuel cost= locations)=2C longer spark plug=2C oil and engine life. Cleaning 8 spark = plugs costs=2C what=2C maybe $100=2C so every little bit helps. When runni= ng ROP I could barely get 100 hours between cleaning and at LOP they will eas= ily go 200 hours. I think if you add up all the savings you will find that= the course will pay for itself in 100 hours if=2C that is=2C you leave tak= ing full advantage of the course. And that's not counting the value of the= piece of mind that comes from knowing more about how the engine operates. = Again=2C just my opinion.Gary Casey Gary=2C et.al=2CI certainly can=92t speak to what others are getting but I have GA= MI injectors and my engine has been flow balanced. On consistent 2.5 hour = flights from VA to MI I indicate about 8.5 to 8.8 gph. This is backed up b= y the amount of fuel I replace in the tanks which is about 22 gal. =96 neve= r been more but sometimes a little less. I fly at 2400 rpm and whatever MP= I can get (usually about 21=94) at 10=2C000 ft. So again=2C for me=2C the= expense of this $995 course just doesn=92t work out for my ROI. Danny Mill= er --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 Subject: Re: [LML] Spark plugs From: grabiel71@gmail.com Champion fine wire. There great. Don G. 722B On Aug 25=2C 2011 10:53 AM=2C "Dico Reijers" wrote: > Hello=2C >=20 > I am just wondering what type of spark plugs you guys are using? The > regular ones or the fine wire ones? Also=2C which brand? I notice Tempe= st > advertising their new "modern" plugs with no springs -- all solid state. > They claim smoother running engines and less wasted fuel. >=20 > -Dico --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: walter@advancedpilot.com Subject: Re: [LML] LOP effect on CHT Anything above about 230dF on the CHT is fine. Lycoming says 150dF. TCM do= es not publish a number. Walter Atkinson On Aug 25=2C 2011=2C at 8:48 AM=2C Art Jensen wrote: It is true that runnin= g LOP will cause the engine to run cooler. As you all know the Legacy does= n't have cowl flaps. I built my Legacy with inlets in the cowl that are 1/= 4 inch smaller in diameter to reduce cooling drag=2C tightened up the baffl= ing to make use of all the cooling air and I find that running LOP at altit= ude my CHT's will run from 278 to 300 degrees. Since I could not find anyt= hing published regarding how cool you can run the engine=2C I asked a tech = rep. from Continental how cool you can run the IO-550 engine and what damag= e would result should I do so. He indicated that that's the reason you don= 't find a published number. Is that possible? At the temps mentioned above=2C my oil temp is 180 degrees. So=2C I would like to hear from you regarding your thoughts on this subject= . Thanks for your input. Art Jensen =20 =20 =20 =20 =20 =20 =20 From: =20 Walter Atkinson =3B = =20 =20 To: =20 =3B = = =20 =20 Subject: =20 [LML] Re: How do I run lean of peak? = =20 =20 Sent: =20 Mon=2C Aug 22=2C 2011 5:28:42 PM = =20 =20 =20 =20 =20 =20 But what is your actual hourly savi= ng and is it worth the additional stress on your engines for the potentiall= y much lower TBO? You decide and your mileage may vary. 400 million hours of flight data supports the fact that when run ROP=2C th= e TC-18 radial on the DC-7s had a TBO of 600 hours. When run LOP it had a = TBO of 3600 hours. Yep=2C 3 thousand 6 hundred vs. 6 hundred hours. =20 =20 =20 =20 =20 =20 --Forwarded Message Attachment-- To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:38:27 -0400 From: npaczkowski@telus.net Subject: Wing Cuffs and more I am trying to locate the guys who do LIV wing cuffs and other aftermarket = Lancair parts (ie carbon fibre rudder/ baggage door hinges/ emergency gear = extension gas cylinder etc plus builder assist) who are located at the form= er Lancair facility at Redmond Airport. I thought that their name was Fibe= rtech or something similar but now I cannot find them on the internet and I= have lost their card. Any help would be appreciated. Thanks Nick Paczkowsk= i =20 --Forwarded Message Attachment-- From: marv@lancair.net Subject: Re: N927LE Returning From Moscow Airshow (Russia) To: lml@lancaironline.net Date: Fri=2C 26 Aug 2011 18:39:55 -0400 Posted for ED MARTIN : * I have some photos of N927LE meeting Canadian Customs after returning from a double TransAtlantic crossing and coming fr= om displaying at the Moscow Airshow. At present time=2C I don't have capability to upload to the LML but Pete Z also has many photos with him right now. Here's the LINK if you wish to post: http://flightaware.com/live/flight/N927LE/history/20110824/1459Z/BGBW/CYYR * = --_d118dcf9-0476-43ba-b1cd-57eccd7b53c2_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
Would someone please explain what this is all about.  =3B I am very con= fused.

I can't tell if this is sarcasm=2C flaming=2C sug= gestion=2C argument................what?

Jim


To: lml@lancaironline.net
Date: = Sun=2C 28 Aug 2011 21:32:37 -0400
From: jraddison@msn.com
Subject: [L= ML] LOP Academics



From: jraddison@msn.com
To: lml@= lancaironline.net
Subject: RE: lml Digest #3493
Date: Sat=2C 27 Aug 2= 011 09:34:28 -0700

Is it just me=2C or are others disturbed at $995 ransom for getting engine = operating information that shouldn't be a secret. Nor
is it particularly proprietary. =3B
 =3BForg= et the wineing and dining and secret membership code rings.  =3B
<= div dir=3D"ltr">Half day max from Mike Busch should do it.  =3B Hey tha= t's an idea!

A.  =3BIt's not rocket science.
B.  =3B2 and a half days of humming Cum-by-ya is too much.
C.  =3BIf some don't already accept LOP in principle=2C let those ones= go=2C it's only fair to engine shops.
D.  =3BReaders Digest = was popular for good reasons.
E.  =3BI have a very fast plane= for a good reason.... I've got places to go and people to see! =3B
F.  =3BSargeant Friday: "The facts ma'am=2C just the facts ma'am= ."
G.  =3BDrinking too much Koolaid will give you a tummy ach= e.

Jack Addison
A Need for Speed

=
From: lml@lancaironline.net
Subject: lml Digest #3493
Date: Sat= =2C 27 Aug 2011 06:00:02 -0400

        Lancair Mailing List Dig=
est #3493
 
 1) Want to trade your IV for a Cirrus?
    by Berni &=
lt=3Bbbreen@cableone.net>=3B
 2) Re: Rain in the cockpit...
    by =
John Hafen <=3Bj.hafen@comcast.net>=3B
 3) Fuel caps=2C LNC2
    =
by "George Shattuck" <=3Bgws37@plantationcable.net>=3B
 4) Re: How d=
o I run lean of peak?
    by Paul Bricker <=3Bpbricker@att.net>=3B 5) Re: Paint
    by Jeff Pelletier <=3BLoantracy@sbcglobal.net>=
=3B
 6) Re: LOP effect on CHT
    by Colyn Case <=3Bcolyncase@earth=
link.net>=3B
 7) Re: finding the right altitude in a 4P
    by Crai=
g Gainza <=3Bcgainza@msn.com>=3B
 8) Re: LNC2 Fuel Caps
    by Ma=
tt Hapgood <=3Bmatt.hapgood@alumni.duke.edu>=3B
 9) Finding the righ=
t altitude in a 4P
    by paul miller <=3Bpaul@tbm700.com>=3B
10)=
 Re: Nice weekend at a fly-in
    by "Bill Harrelson" <=3Bn5zq@verizon=
.net>=3B
11) Re: LOP effect on CHT
    by paul miller <=3Bpaul@tb=
m700.com>=3B
12) Almost completed LIVP  for sale
    by "John Peter=
sen" <=3Bjohnp@arlingtoninstitute.org>=3B
13) Re: LNC2 Fuel Caps
=
    by vtailjeff@aol.com
14) Re: LNC2 Fuel Caps
    by "Danny Miller"=
 <=3Bdanny.miller@verizon.net>=3B
15) Re: How do I run lean of peak?=

    by Walter Atkinson <=3Bwalter@advancedpilot.com>=3B
16) Re: =
In-flight Mag Check?
    by Gary Casey <=3Bcasey.gary@yahoo.com>=3B<=
br>17) Re: How do I run lean of peak?
    by Gary Casey <=3Bcasey.gary=
@yahoo.com>=3B
18) Re: Spark plugs
    by don Grabiel <=3Bgrabiel=
71@gmail.com>=3B
19) Re: LOP effect on CHT
    by Walter Atkinson &=
lt=3Bwalter@advancedpilot.com>=3B
20) Wing Cuffs and more
    by "N=
icholas Paczkowski" <=3Bnpaczkowski@telus.net>=3B
21) Re: N927LE Ret=
urning From Moscow Airshow (Russia)
    by <=3Bmarv@lancair.net>=3B<=
br> 
This digest is sent to you because you are subscribed to
  the m=
ailing list <=3Blml@lancaironline.net>=3B.
For archives and help cli=
ck http://mail.lancaironline.net:81/Lists/lml/List.html
LML=
 website: http://www.lancaironline.net/maillist.html


--F= orwarded Message Attachment--
To: lml@lancaironline.net
Date: Fri=2C = 26 Aug 2011 18:38:00 -0400
Subject: Want to trade your IV for a Cirrus?<= br>From: bbreen@cableone.net

I own a 2007 Cirrus SR22GTS Turbo =
with every option including A/C and Avidyne panel still under warranty.  En=
gine still under warranty.  I just had a new DFC90 digital autopilot instal=
led also under warranty.  It is a mint condition airplane with 600 hours TT=
A&=3BE=2C hangered 100% of the time.  Interior 10=2C exterior 10.  Maint=
ained by the best Cirrus certified shop in the country.
 
I want to t=
rade for a Lancair IV in the same condition.  I have owned a normally aspir=
ated IV and a turbine.  I am open to a trade for any well built=2C mint con=
dition IV.  My airplane is worth a solid $350=2C000 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.ne=
t


--Forwarded Message Attachment--
To: lml@lancaironlin= e.net
Date: Fri=2C 26 Aug 2011 18:38:00 -0400
Subject: Re: [LML] Rain= in the cockpit...
From: j.hafen@comcast.net

Ron:
 
If=
 you really want to keep rain out of the cockpit=2C go slower in the patter=
n=2C and to be able to carry a ton of stuff=2C I would recommend a Cessna T=
210.  The nice high wing keeps the elements out while you load a Corvette e=
ngine in the back where you have taken out the back 4 seats.  The CG and lo=
ad carrying capacity is such that it is hard to physically over load=2C alt=
hough I think I did accomplish that a few times.
 
Of course=2C you g=
ive up a about 100 knots=2C and the chicks don't dig you as much.  But at l=
east you don't have to carry a towel in the cockpit.
 
John Hafen
=
IVP 414AJ=2C 330 hours
 
 
On Aug 25=2C 2011=2C at 7:48 AM=2C Rona=
ld 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=2C a revelation=2C a learning exper=
ience beyond my imagination.
 
However sometimes you are stumbling on=
 little facts that is kind of surprising and will get your attention fast L=
OL
 
For example=2C last time I flew into KORL (Orlando Executive) I =
got surprised by a steep sink rate (I was heavy=2C 2 pilots over 500pound=
=2C luggage 80 pounds=2C full fuel)=2C 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 tha=
t it can surprise you a lot. 
 
So off course I will keep my speed up=
 in the pattern=2C as 120 is actually a good speed=2C not too fast and stil=
l a good angle of attack=2C 110 base and final=2C and only on short final p=
ulling power.
 
But my question here is......each time I am in rain=
=2C and I release the door seal....it starts training inside the plane. Now=
 in the summer this is not a big deal=2C but when it is getting colder.....=
brrrrrr
 
Is there anything you can do to prevent this? (besides keep=
ing a towel in the cabin LOL)
 
Also......how do I maintain the door =
seal in a good condition? Thanks
 
=3D=3D Ronald (>=3B50 hours and =
counting)
 
--
For archives and unsub http://mail.lancairo=
nline.net:81/lists/lml/List.html


--Forwarded Mess= age Attachment--
To: lml@lancaironline.net
Date: Fri=2C 26 Aug 2011 1= 8:38:01 -0400
From: gws37@plantationcable.net
Subject: Fuel caps=2C L= NC2

Over the last 15 years or so I have re= gularly put a=20 few drops of Marvel Mystery Oil (MMO) onto and around the rubber "O" ring o= n the=20 fuel cap. =3B Over time they dry out and will not compress=2C e.g. slid= e on the=20 metal as the tab is closed. =3B I have the =3Boriginal fuel=20 caps.
 =3B
I also put MMO in my fuel at the recom= mended rate=20 per gallon.
 =3B
George Shattuck
LNC2=2C 1500 hrs+/-


--Forwarded Message Attachment--
To: lml@lancaironline.net
Da= te: Fri=2C 26 Aug 2011 18:38:01 -0400
Subject: Re: [LML] Re: How do I ru= n lean of peak?
From: pbricker@att.net

Robert is correct tha=
t 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=2C and then we swa=
pped out 3 and 4 with "F"'s=2C and the spread was
down to 0.2 gph. The e=
ngine loved running LOP. I ran my ES WOT=2C 2500 rpm
at 10=2C000 at ~ 11=
.5 gph and 184 KTAS.
 
Paul Bricker
 
On 8/25/11 7:48 AM=2C "La=
ncair" <=3Blancair-esp@ustek.com>=3B wrote:
 
>=3BA lot has bee=
n written about GAMI injectors but they are far from
>=3Brequired for =
LoP operation.  I had a Lyc IO360 by Aero Sport Power=2C
>=3BKamloops =
BC  in my GlaStar and ran the GAMI fuel burn test.  The fuel
>=3Bflows=
 were beautifully balanced and I ran LoP just fine. The plugs were
>=
=3Bclean at every check and I had 500 hrs on it when I sold it.  Changed th=
e
>=3Bplugs once.  Saved 1.5 gph as I recall.
>=3B
>=3BAfter=
 break-in of my Cont. TSIO550 by Performance (yes=2C THAT Performance)
&=
gt=3BI ran the same burn test and lo and behold it too had great balance.  =
All
>=3Bcylinders peaked at about the same time although at different<=
br>>=3Btemperatures.  I cruise it TIT 1550-1600=2C EGT 100F LoP 17.3 gph =
set at
>=3B2500rpm and 32=B2.  Plugs are clean and the engine runs smo=
othly.
>=3B
>=3BAircraft have run LoP for decades without GAMI in=
jectors=2C so test the
>=3Bengine before you hurry to pay the cost.>=3B
>=3BRobert M. Simon
>=3BES-P N301ES
>=3B
>=3BFr=
om: Danny Miller [mailto:danny.miller@verizon.net]
>=3BSubject: RE: Ho=
w do I run lean of peak?
>=3BGary=2C et.al=2C
>=3BI certainly can=
=B9t speak to what others are getting but I have GAMI
>=3Binjectors an=
d my engine has been flow balanced.
>=3B--
>=3BFor archives and u=
nsub
>=3Bhttp://mail.lancaironline.net:81/lists/lml/List.html<=
/a>


--Forwarded Message Attachment--
To: lml@= lancaironline.net
Date: Fri=2C 26 Aug 2011 18:38:01 -0400
From: Loant= racy@sbcglobal.net
Subject: Re: [LML] Re: Paint

I am in the =
paint stage and picking paint brand and type=2C what has been used ?  
H=
as anyone used an acrylic urethane auto paint?
 
thanks
 
Jeff =
Pelletier
209.609.0233
Sent from my iPad
 
On Aug 25=2C 2011=2C=
 at 7:48 AM=2C "Greenbacks=2C UnLtd." <=3BN4ZQ@VERIZON.NET>=3B wrote: 
>=3B Is there an ideal thickness of clear coat on top of a color b=
ase?
>=3B How about leading edges in particular?
>=3B For those o=
f you who have recently painted a 320/360=2C what quantity of materials wer=
e required?
>=3B 
>=3B Thanks=2C
>=3B 
>=3B Angier Ames=

>=3B N4ZQ
>=3B --
>=3B For archives and unsub http:=
//mail.lancaironline.net:81/lists/lml/List.html


--Forw= arded Message Attachment--
To: lml@lancaironline.net
Date: Fri=2C 26 = Aug 2011 18:38:01 -0400
From: colyncase@earthlink.net
Subject: Re: [L= ML] LOP effect on CHT

Well=2C one issue is you would like your oil hot enough to boil the water o= ff.

On Aug 25=2C 2011=2C at 10:48 AM=2C Art Jensen wrote:=

It is true that running LOP will cause the engine= to run cooler. As you all know the Legacy doesn't have cowl flaps. I bui= lt my Legacy with inlets in the cowl that are 1/4 inch smaller in diameter = to reduce cooling drag=2C tightened up the baffling to make use of all the = cooling air and I find that running LOP at altitude my CHT's will run from = 278 to 300 degrees. Since I could not find anything published regarding ho= w cool you can run the engine=2C I asked a tech rep. from Continental how c= ool you can run the IO-550 engine and what damage would result should I do = so. He indicated that that's the reason you don't find a published number.= Is that possible?

At the temps mentioned above=2C my oil temp is 1= 80 degrees.

So=2C I would like to hear from you regarding your thoug= hts on this subject. Thanks for your input.

Art Jensen

From: Walter Atkinson <=3Bwalter@advancedpilot.com>=3B=3B =
To: <=3Blml@lancaironline.net>=3B=3B =
Subject:<= /span> [LML] Re: How do I run lean of peak? =
Sent: Mon=2C Aug 22=2C 2011 5:28:42 PM =


But what is your actual hourly saving and is it worth the additional= stress on your engines for the potentially much lower TBO? You decide and = your mileage may vary.


400 million  =3Bhours of flight data support= s the fact that when run ROP=2C the TC-18 radial on the DC-7s had a TBO of = 600 hours.  =3BWhen run LOP it had a TBO of 3600 hours.  =3BYep=2C = 3 thousand 6 hundred vs. 6 hundred hours.



--Forwarded Message Attachment--
To= : lml@lancaironline.net
Date: Fri=2C 26 Aug 2011 18:38:01 -0400
From:= cgainza@msn.com
Subject: RE: [LML] finding the right altitude in a 4P
Ralf=2C

I use Seattle Avionics Voyager and fltpln.com. =3B Voyag= er is a big program and is best used on a fast machine with decent sized me= mory. =3B The preflight planning is a snap. =3B It optimizes for al= titudes after downloading weather.

I use fltpln.com primarily for re= cently accepted IFR routes.

Good luck=2C

Craig Gainza

To: lml@lancaironline.net
Date: Wed=2C 24 Aug 2011 14:36:43 -0= 400
From: bronnenmeier@GROBSYSTEMS.COM
Subject: [LML] finding the rig= ht altitude in a 4P

Dear subscribers=2C
 
One question bo=
thers me for a while now and maybe someone can give me an
answer on it.<=
br> 
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 al=
titudes and comparing it
with the 3 kts speed increase per 100ft (Craig =
Berland's number).
 
How do you find your altitude without messing ar=
ound for too long?
 
Thanks
 
Ralf

-- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html=


--Forwarded Message Attachment--
To: lml@lancaironline.net
Da= te: Fri=2C 26 Aug 2011 18:38:01 -0400
From: matt.hapgood@alumni.duke.edu=
Subject: Re: [LML] Re: LNC2 Fuel Caps

A big Thank You to ev= eryone on the list who has called or email with suggestions and offers of h= elp with my fuel cap challenge.  =3BI have ordered two new caps from Sp= ruce (Lancair was out of stock) and will try to scavenge for parts so I can= keep the polished part of my existing caps and also have spare stuff layin= g around the garage to annoy my wife.

Sincerely=2C=

Matt

On Aug 25=2C 2011=2C at 8:48 AM=2C "Mark Ravinsk= i" <=3Bmjrav@comcast.net>=3B w= rote:

Matt=2C
The locking lever acts like a cam and = goes over a=20 high point as it closes.
I suspect you've worn down the bump.&n= bsp=3B See if=20 you can disassemble the cap and orient the parts so as to be able to file d= own=20 the spot on =3Bthe bottom  =3Bof the bump and thereby restore some = of it's=20 prominence. =3B Don't overdo it=2C - you need to take up the lost mater= ial with=20 the adjustment nut.
 =3B
Mark Ravinski
----- Original Message -----
From:=20 Matt Hapgood
Sent: Wednesday=2C August 24=2C 201= 1 2:36=20 PM
Subject: [LML] LNC2 Fuel Caps

I am having a fuel cap crisis with my 360. =3B Here's the quick= =20 story:
 =3B
1. I've been flying my 360 for 10 years. =3B Never had any probl= em with=20 fuel caps.
2. =3BGot the plane out of annual a few weeks ago
3. =3BNow the little flip lever that wedges the cap closed will = not=20 stay down. =3B It pops up. =3B Happened on one side=2C so I playe= d around=20 with it a bit and loosened and tightened the nut at the bottom of the=20 cap. =3B No help. =3B Compared to other side and can see no=20 difference. =3B Then=2C like an idiot=2C decided to lubricate the wor= king sides'=20 o-ring (which I have done MANY time in the past). =3B I just use engi= ne oil=20 from the dipstick. =3B Again=2C have done this MANY times over 10 yea= rs.=20
 =3B
Now neither side will stay closed. =3B I am 1300 NM (KEGE) from = my home=20 base=2C and not a fan of flying with duct tape over the fuel caps. = =3B Short=20 of ordering new fuel caps=2C any suggestions? =3B
 =3B
Anyone had this problem with their fuel caps in the past?
 =3B
Any help appreciated...
 =3B
Matt Hapgood
919-619-3296
=20


No virus found in this incoming message.
Checked by AVG -=20 www.avg.com
Vers= ion: 9.0.901 / Virus Database: 271.1.1/3854 - Release=20 Date: 08/24/11 02:34:00


--Forwarded Message Attachment--
To: lml@lanc= aironline.net
Date: Fri=2C 26 Aug 2011 18:38:01 -0400
From: paul@tbm7= 00.com
Subject: [LML] Finding the right altitude in a 4P

I h=
ave 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.


--Forwarded Message Attachment--
To: lml@lancaironl= ine.net
Date: Fri=2C 26 Aug 2011 18:38:01 -0400
From: n5zq@verizon.ne= t
Subject: Re: [LML] Re: Nice weekend at a fly-in

Yep=2C alm=
ost exactly the same...5 gallons each.
 
Bill Harrelson
N5ZQ 320 1=
=2C950 hrs
N6ZQ  IV under construction
 
 
 
 
 
 
=
-----Original Message----- 
From: Dr. Weinsweig
Sent: Thursday=2C Aug=
ust 25=2C 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
 >=3B>=3B>=3B n5zq@verizon.net 08/22/2011 1:28 PM >=3B>=3B>=3B<=
br>Got back to Virginia (VA42=2C Fredericksburg) last night after attending=
 a
fly-in at Flabob airport (KRIR) in Riverside=2C CA. I flew NONSTOP bo=
th ways.
http://flightaware.com/live/flight/N5ZQ
Not too bad for a lit=
tle 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=2C I=
 landed in Fredericksburg with 4 hours remaining.
 
Bill HarrelsonN5ZQ 320 1=2C950 hrs
N6ZQ  IV under construction


= --Forwarded Message Attachment--
To: lml@lancaironline.net
Date: Fri= =2C 26 Aug 2011 18:38:01 -0400
From: paul@tbm700.com
Subject: Re: [LM= L] LOP effect on CHT

Art=2C I've been tracking baffling baffling issues for some time in my Lega= cy.  =3B I run much hotter CHTs (closer to 380 in cruise) but my oil te= mp is down to 158F with the door wide open in warm weather (during cruise= =2C not takeoff or ground).  =3BMy hangar mate Legacy runs in the 310-3= 20 range on the same flights so I know I have a leak.  =3BI tested one = flight a few weeks ago with 1 piece of tape to hold the baffle tight up fro= nt and my temps dropped to 320F immediately after takeoff in warm Florida. =  =3B The tape blew off before the end of the flight but it told me wher= e to look.  =3BAs far as too cool CHTs=2C I don't think that's a proble= m.  =3BIf you ran 300F all day long I can't see how that would hurt any= thing and that's in the Green range=2C right?

Here is a = picture of where my tape went to seal the baffle against the cowl.  =3B= I assume it was flapping in flight or opening up in this region.  =3B4 = inches tape =3D 80 degree drop in CHTs across the board.
On 2011-08-25=2C at 8:48 AM=2C Art Jensen wrote:
...<= td valign=3D"top" style=3D"font:inherit">
how cool you can run the IO-5= 50 engine
=

--Forwarded Message Attachment--
To: lml@lancaironline.net
Da= te: Fri=2C 26 Aug 2011 18:38:27 -0400
From: johnp@arlingtoninstitute.org=
Subject: Almost completed LIVP for sale

I have an almost c=
ompleted=2C very well-built LIVP for sale.  It has an
American Eagle V-8=
 500 hp=2C liquid cooled engine.  This engine was designed
using the mos=
t advanced internal combustion technologies specifically for
the LIVP. T=
he firewall forward components and blended winglets were designed
by a B=
oeing design engineer for this airplane.  It has a two display Chelton
g=
lass panel with Garmin=2C TruTrak=2C Icom=2C etc. units.  Three GPS sources=
.
Body in primer.  Two front seats upholstered. Rest of leather availabl=
e.
Had engine running and then engine control unit software got corrupte=
d.
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=2C FL
 If interested=2C let me know and I'll provide PowerPoint show of photos. =
 
 
John L. Petersen
Berkeley Springs=2C West Virginia=2C 25411 USA
Mobile: +1-703-623-1944


--Forwarded Mes= sage Attachment--
To: lml@lancaironline.net
Date: Fri=2C 26 Aug 2011 = 18:38:27 -0400
From: vtailjeff@aol.com
Subject: Re: [LML] Re: LNC2 Fu= el Caps

Duct tape will not come off.
 
Sent from my iPad<=
br> 
On Aug 25=2C 2011=2C at 7:48 AM=2C Berni <=3Bbbreen@cableone.net&=
gt=3B wrote:
 
>=3B If you are forced to fly with no other solution=
 I would suggest using aluminum (sometimes called speed tape) tape.  It wil=
l not come off in flight.  This would be a much better temporary solution t=
han duct tape.  
>=3B 
>=3B Sent from my iPad
>=3B Berni Bre=
en
>=3B Bbreen@cableone.net
>=3B 
>=3B On Aug 24=2C 2011=2C =
at 1:36 PM=2C Matt Hapgood <=3Bmatt.hapgood@alumni.duke.edu>=3B wrote:<=
br>>=3B 
>=3B>=3B I am having a fuel cap crisis with my 360.  Here=
's the quick story:
>=3B>=3B 
>=3B>=3B 1. I've been flying my=
 360 for 10 years.  Never had any problem with fuel caps.
>=3B>=3B 2=
. Got the plane out of annual a few weeks ago
>=3B>=3B 3. Now the li=
ttle flip lever that wedges the cap closed will not stay down.  It pops up.=
  Happened on one side=2C 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 s=
ide and can see no difference.  Then=2C like an idiot=2C decided to lubrica=
te the working sides' o-ring (which I have done MANY time in the past).  I =
just use engine oil from the dipstick.  Again=2C have done this MANY times =
over 10 years.
>=3B>=3B 
>=3B>=3B Now neither side will stay =
closed.  I am 1300 NM (KEGE) from my home base=2C and not a fan of flying w=
ith duct tape over the fuel caps.  Short of ordering new fuel caps=2C any s=
uggestions?  
>=3B>=3B 
>=3B>=3B Anyone had this problem with=
 their fuel caps in the past?
>=3B>=3B 
>=3B>=3B Any help app=
reciated...
>=3B>=3B 
>=3B>=3B Matt Hapgood
>=3B>=3B 9=
19-619-3296
>=3B 
>=3B --
>=3B For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: Fri= =2C 26 Aug 2011 18:38:27 -0400
From: danny.miller@verizon.net
Subject= : RE: [LML] LNC2 Fuel Caps

I disagree.  Duct tape is fine and p=
robably easier to remove than the
aluminum tape.  I've used standard duc=
t 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=B0 43' 25.7"
W 77=B0 30' 38.6"
 
 
-----=
Original Message-----
From: Berni [mailto:bbreen@cableone.net] 
Sent:=
 Thursday=2C August 25=2C 2011 10:49 AM
To: lml@lancaironline.net
Sub=
ject: Re: [LML] LNC2 Fuel Caps
 
If you are forced to fly with no oth=
er solution I would suggest using
aluminum (sometimes called speed tape)=
 tape.  It will not come off in
flight.  This would be a much better tem=
porary solution than duct tape.  
 
Sent from my iPad
Berni Breen<=
br>Bbreen@cableone.net
 
On Aug 24=2C 2011=2C at 1:36 PM=2C Matt Hapg=
ood <=3Bmatt.hapgood@alumni.duke.edu>=3B
wrote:
 
>=3B I am =
having a fuel cap crisis with my 360.  Here's the quick story:
>=3B  <=
br>>=3B 1. I've been flying my 360 for 10 years.  Never had any problem w=
ith fuel
caps.
>=3B 2. Got the plane out of annual a few weeks ago<=
br>>=3B 3. Now the little flip lever that wedges the cap closed will not =
stay
down.  It pops up.  Happened on one side=2C 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=2C like=
 an idiot=2C
decided to lubricate the working sides' o-ring (which I hav=
e done MANY time
in the past).  I just use engine oil from the dipstick.=
  Again=2C have done
this MANY times over 10 years.
>=3B  
>=
=3B Now neither side will stay closed.  I am 1300 NM (KEGE) from my home ba=
se=2C
and not a fan of flying with duct tape over the fuel caps.  Short =
of
ordering new fuel caps=2C any suggestions?  
>=3B  
>=3B An=
yone had this problem with their fuel caps in the past?
>=3B  
>=
=3B Any help appreciated...
>=3B  
>=3B Matt Hapgood
>=3B 91=
9-619-3296


--Forwarded Message Attachment--
To: lm= l@lancaironline.net
Date: Fri=2C 26 Aug 2011 18:38:27 -0400
Subject: = Re: [LML] Re: How do I run lean of peak?
From: walter@advancedpilot.com<= br>
 
On Aug 25=2C 2011=2C at 8:48 AM=2C Lancair wrote:
 
=
Aircraft have run LoP for decades without GAMI injectors=2C so test the eng=
ine before you hurry to pay the cost.
 
 
 
That's certainly tr=
ue and GAMI agrees.  They are not interested in selling anyone something th=
ey don't need.


--Forwarded Message Attachment--
To: lml= @lancaironline.net
Date: Fri=2C 26 Aug 2011 18:38:27 -0400
From: case= y.gary@yahoo.com
Subject: Re: In-flight Mag Check?

Craig=2C
Thanks for the suggestion.  =3BBut you didn't state= which of the three types you recommend..... :-).  =3BAh=2C never mind = - I think I just figured it out.
I've always worried about moving the ignition switch in flight (as John reported)=2C so in my = ES I installed two independent switches=2C one for each ignition.  =3BT= hat eliminates a single point of failure.
Gary Casey


John=2C
Yes=2C not a bad idea=85.however=85.I have done three different types of c= ruise mag checks.
1. =3B =3B =3B =3B&nbs= p=3B =3BI was flying by myself. =3B Obtained desired data.
2. =3B =3B =3B =3B =3B =3B<= span style=3D"color:rgb(31=2C 73=2C 125)">Flying with better half and faile= d to =93inform=94 her I was going to do a mag check.
3.&= nbsp=3B =3B =3B =3B =3B =3BFlying with better half and informed her I was going to do a mag check and one mag was failed. (Engine= stopped=85)
&= nbsp=3B
As a= n honorable man=2C I can only recommend one of the three methods.
If one mag if bad and= engine stops=2C I recommend you pull mixture to idle cutoff=2C switch back= to both mags and then slowly advance mixture and set proper fuel flow. Simply switching back to = both mags can cause unwanted noises when the fuel in the exhaust ignites. U= nwanted noises can cause bruising around your neck.
Craig Berland
IV-P N7VG



--Forwarded Message Attachment--
To: lml@lancaironline.ne= t
Date: Fri=2C 26 Aug 2011 18:38:27 -0400
From: casey.gary@yahoo.com<= br>Subject: Re: How do I run lean of peak?

Danny=2C
Then I don't entirely u= nderstand=2C as running 2400 at 10=2C000 puts you at about 62% power and an= d at 100 ROP you should be burning about 10 GPH.  =3BSo if you are runn= ing 8.5 GPH you must be running LOP=2C or at least at peak=2C already. &nbs= p=3BYes=2C you will likely save about 1 to 1.5 GPH=2C or about $5 per hour.=  =3BSo to save the $1=2C000 of the course you will have to fly 200 hou= rs.  =3BNot many=2C actually.  =3BPlus you will be getting better r= ange (fewer fuel stops and the fuel stops you do make can be at lower fuel = cost locations)=2C longer spark plug=2C oil and engine life.  =3BCleani= ng 8 spark plugs costs=2C what=2C maybe $100=2C so every little bit helps. =  =3BWhen running ROP I could barely get 100 hours between cleaning and at LOP they will eas= ily go 200 hours.  =3BI think if you add up all the savings you will fi= nd that the course will pay for itself in 100 hours if=2C that is=2C you le= ave taking full advantage of the course.  =3BAnd that's not counting th= e value of the piece of mind that comes from knowing more about how the eng= ine operates.  =3BAgain=2C just my opinion.
Gary Casey
Gary=2C et.al=2C
I certainly can=92t speak to what others are getting but I have GAMI = injectors and my engine has been flow balanced. =3B On consistent 2.5 h= our flights from VA to MI I indicate about 8.5 to 8.8 gph. =3B This is = backed up by the amount of fuel I replace in the tanks which is about 22 ga= l. =96 never been more but sometimes a little less. =3B I fly at 2400 r= pm and whatever MP I can get (usually about 21=94) at 10=2C000 ft. =3B = So again=2C for me=2C the expense of this $995 course just doesn=92t work o= ut for my ROI.
 =3B
Da= nny Miller


--Forwarded = Message Attachment--
To: lml@lancaironline.net
Date: Fri=2C 26 Aug 20= 11 18:38:27 -0400
Subject: Re: [LML] Spark plugs
From: grabiel71@gmai= l.com

Champion fine wire. There great. Don G. 722B
On Aug 25=2C 2011 10:53 AM=2C "Dico Reijers" = <=3Bdico@internetworks.ca>= =3B wrote:
>=3B Hello=2C
>=3B
>=3B I am just wondering what= type of spark plugs you guys are using? The
>=3B regular ones or the fine wire ones? Also=2C which brand? I notice = Tempest
>=3B advertising their new "modern" plugs with no springs -- = all solid state.
>=3B They claim smoother running engines and less was= ted fuel.
>=3B
>=3B -Dico


--Forwarded Message Attachment--
To: lml@lancaironline.net
Da= te: Fri=2C 26 Aug 2011 18:38:27 -0400
From: walter@advancedpilot.com
= Subject: Re: [LML] LOP effect on CHT

Anything above about 230dF on the CHT is fine.  =3BLycoming says 150dF.= TCM does not publish a number.

Walter Atkinson


On Aug 25=2C 2011=2C at 8:48 AM=2C Art Jense= n wrote:

It is true that running LOP will cause the engine t= o run cooler. As you all know the Legacy doesn't have cowl flaps. I built= my Legacy with inlets in the cowl that are 1/4 inch smaller in diameter to= reduce cooling drag=2C tightened up the baffling to make use of all the co= oling air and I find that running LOP at altitude my CHT's will run from 27= 8 to 300 degrees. Since I could not find anything published regarding how = cool you can run the engine=2C I asked a tech rep. from Continental how coo= l you can run the IO-550 engine and what damage would result should I do so= . He indicated that that's the reason you don't find a published number. = Is that possible?

At the temps mentioned above=2C my oil temp is 180= degrees.

So=2C I would like to hear from you regarding your thought= s on this subject. Thanks for your input.

Art Jensen

From: Walter Atkinson <=3Bwalter@advancedpilot.com>=3B=3B =
To: <=3Blml@lancaironline.net>=3B=3B =
Subject:<= /span> [LML] Re: How do I run lean of peak? =
Sent: Mon=2C Aug 22=2C 2011 5:28:42 PM =


But what is your actual hourly saving and is it worth the additional= stress on your engines for the potentially much lower TBO? You decide and = your mileage may vary.


400 million  =3Bhours of flight data support= s the fact that when run ROP=2C the TC-18 radial on the DC-7s had a TBO of = 600 hours.  =3BWhen run LOP it had a TBO of 3600 hours.  =3BYep=2C = 3 thousand 6 hundred vs. 6 hundred hours.



--Forwarded Message Attachment--
To: lml@lancair= online.net
Date: Fri=2C 26 Aug 2011 18:38:27 -0400
From: npaczkowski@= telus.net
Subject: Wing Cuffs and more

I am tryin= g to locate the guys who do LIV wing cuffs and other aftermarket Lancair pa= rts (ie carbon fibre rudder/ baggage door hinges/ emergency gear extension = gas cylinder etc plus builder assist) who are located at the former Lancair= facility at Redmond Airport.  =3BI thought that their name was Fiberte= ch or something similar but now I cannot find them on the internet and I ha= ve lost their card. Any help would be appreciated. Thanks

 =3B

Nick Paczkowski

 =3B

 =3B

 =3B

 =3B



--Forwarded Message Attachment--
From: marv@lancair.net
Sub= ject: Re: N927LE Returning From Moscow Airshow (Russia)
To: lml@lancairo= nline.net
Date: Fri=2C 26 Aug 2011 18:39:55 -0400


Posted for ED MARTIN <=3Bedmartintx@gmail.com>=3B:

 =3B* =3B =3B =3B&= nbsp=3B =3B =3B =3B =3B =3B I have some photos of N927L= E meeting Canadian
 =3BCustoms after returning from a double TransAtlantic cro= ssing and coming from
 =3Bdisplaying at the Moscow Airshow. =3B =3B =3B =3BAt present time=2C I don't have
=  =3Bcapability to upload to the LML but Pete Z also has many photos wit= h him
 =3Bright now. =3B =3B Here's the LINK if you wish to po= st:
 =3Bhttp://flightaware.com/live/flight/N927LE/history/20110824/1= 459Z/BGBW/CYYR
 =3B*
=
= --_d118dcf9-0476-43ba-b1cd-57eccd7b53c2_--