On Aug = 28, 2011, at 7:32 PM, JON ADDISON wrote:

From: jraddison@msn.com
To: lml@lancaironline.net
Subject= : RE: lml Digest #3493
Date: Sat, 27 Aug 2011 09:34:28 = -0700

Is it just me, or are others disturbed at = $995 ransom for getting engine operating information that shouldn't be a = secret. Nor

is it particularly = proprietary.

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 too much.

C. = If some don't already accept LOP in principle, let those ones go, = it's only fair to engine shops.

D. Readers Digest was = popular for good reasons.

E. I have a very fast plane = for a good reason.... I've got places to go and people to = see!

F. Sargeant Friday: "The facts ma'am, just = the facts ma'am."

G. Drinking too much Koolaid will give = you a tummy ache.

Jack Addison

A Need = for Speed

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

 =
       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<=
/a>>
 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<=
/a>>
13) Re: LNC2 Fuel Caps
    by vtailjeff@aol.com
14) Re: LNC2 =
Fuel Caps
    by "Danny Miller" <danny.miller@verizon.net><=
br>15) Re: How do I run lean of peak?
    by Walter Atkinson <walter@advancedpilot.com><=
br>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><=
br>20) Wing Cuffs and more
    by "Nicholas Paczkowski" <npaczkowski@telus.net>
21)=
 Re: N927LE Returning =46rom Moscow Airshow (Russia)
    by <marv@lancair.net>
 
This =
digest is sent to you because you are subscribed to
  the mailing =
list <lml@lancaironline.net>.
Fo=
r 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, 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 =
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

<= br>--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:00 -0400
Subject: Re: [LML] Rain in the = cockpit...
From: j.hafen@comcast.net

Ro=
n:
 
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
 
=3D=3D Ronald =
(>50 hours and counting)
 
--
For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html=

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:01 -0400
From: gws37@plantationcable.netSubject: Fuel caps, LNC2

Over= the last 15 years or so I have regularly put a few drops of Marvel = Mystery Oil (MMO) onto and around the rubber "O" ring on the fuel = cap. Over time they dry out and will not compress, e.g. slide on = the metal as the tab is closed. I have the original fuel = caps.

I = also put MMO in my fuel at the recommended rate per = gallon.

George Shattuck

LNC2, 1500 hrs+/-

--Forwarded Message = Attachment--
To: lml@lancaironline.net
Date: = Fri, 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, 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 32=B2. =
 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 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=

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:01 -0400
From: Loantracy@sbcglobal.net
Sub= ject: Re: [LML] Re: Paint

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=

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:01 -0400
From: colyncase@earthlink.net
Sub= ject: Re: [LML] LOP effect on CHT

Well, one issue is you would = like your oil hot enough to boil the water off.

On Aug = 25, 2011, at 10:48 AM, 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 built my Legacy with inlets in the cowl that = are 1/4 inch smaller in diameter to reduce cooling drag, 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 how cool you can run the engine, I = asked a tech rep. from Continental how cool 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, my oil temp is 180 = degrees.

So, I would like to hear from you regarding your = thoughts on this subject. Thanks for your input.

Art = Jensen

Walter Atkinson <walter@advancedpilot.com>;=
To: <lml@lancaironline.net>;
Subject:<= span class=3D"Apple-converted-space"> [LML] Re: How do I = run lean of peak?
Sent: Mon, Aug 22, 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 hours of flight data supports the fact that when run ROP, = the TC-18 radial on the DC-7s had a TBO of 600 hours. When run LOP = it had a TBO of 3600 hours. Yep, 3 thousand 6 hundred vs. 6 = hundred = hours.

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

Ralf,

I use Seattle Avionics Voyager and fltpln.com. Voyager is a big = program and is best used on a fast machine with decent sized = memory. The preflight planning is a snap. It optimizes for = altitudes after downloading weather.

I use fltpln.com primarily for recently = accepted IFR routes.

Good luck,

Craig Gainza

To: lml@lancaironline.net
Date: = Wed, 24 Aug 2011 14:36:43 -0400
From: bronnenmeier@GROBSYSTEMS.COM<= /a>
Subject: [LML] finding the right altitude in a = 4P

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

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

--Forwarde= d Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:01 -0400
From: matt.hapgood@alumni.duke.edu<= /a>
Subject: Re: [LML] Re: LNC2 Fuel Caps

A big Thank You = to everyone on the list who has called or email with suggestions and = offers of help with my fuel cap challenge. I have ordered two new = 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 = spare stuff laying around the garage to annoy my = wife.

Sincerely,

Matt

On = Aug 25, 2011, at 8:48 AM, "Mark Ravinski" <mjrav@comcast.net> = wrote:

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
Wednesday, August 24, 2011 = 2:36 PM
[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

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

--Forwarded Message = Attachment--
To: lml@lancaironline.net
Date: = Fri, 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 integrated winds.  Used on the =
Lancair to test whether going high will help or hurt.
 =

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

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

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

Art, I've been tracking baffling baffling = issues for some time in my Legacy. I run much hotter CHTs (closer = to 380 in cruise) but my oil temp is down to 158F with the door wide = open in warm weather (during cruise, not takeoff 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 = before the end of the flight but it told me where to look. As far = as too cool CHTs, I don't think that's a problem. If you ran 300F = all day long I can't see how that would hurt anything and that's in the = Green range, 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 inches tape =3D = 80 degree drop in CHTs across the = board.

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

...
how cool = you can run the IO-550 = engine

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:27 -0400
From: johnp@arlingtoninstitute.org<= /a>
Subject: Almost completed LIVP for sale

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
 
 =

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:27 -0400
From: vtailjeff@aol.com
Subject: Re: = [LML] Re: LNC2 Fuel Caps

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<=
/a>> 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=

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:27 -0400
From: danny.miller@verizon.net
S= ubject: 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.
 
Danny Miller
N 38=B0 43' 25.7"
W 77=B0 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<=
/a>>
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

--Forwarded Message = Attachment--
To: lml@lancaironline.net
Date: = Fri, 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, 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.

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

Thanks for the suggestion. But you didn't state which = of the three types you recommend..... :-). Ah, never mind - I = think I just figured it out.

I've always worried about moving the = ignition switch in flight (as John reported), so in my ES I installed = two independent switches, one for each ignition. That eliminates a = single point of failure.

Gary Casey

John,

Yes, not a = bad idea=85.however=85.I have done three different types of cruise mag = checks.

1.I was flying by myself. = Obtained desired data.

2.Flying with better half and failed = to =93inform=94 her I was going 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, I can only = recommend one of the three methods.

If one mag if = bad and engine stops, I recommend you pull mixture to idle cutoff, = 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. Unwanted noises can cause bruising = around your neck.

Craig Berland

IV-P = N7VG

--Forwarded = Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:27 -0400
From: casey.gary@yahoo.com
Subject: = Re: How do I run lean of peak?

Danny,

Gary Casey

Gary, et.al,

I = certainly can=92t speak to what others are getting but I have GAMI = 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 by the amount of fuel I replace in the tanks which is about = 22 gal. =96 never been more but sometimes a little less. I fly at = 2400 rpm and whatever MP I can get (usually about 21=94) at 10,000 = ft. So again, for me, the expense of this $995 course just doesn=92t= work out for my ROI.

Danny = Miller

--Forwarded = Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:27 -0400
Subject: Re: [LML] Spark = plugs
From: grabiel71@gmail.com

Champio= n fine wire. There great. Don G. 722B

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

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:38:27 -0400
From: walter@advancedpilot.com
S= ubject: Re: [LML] LOP effect on CHT

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

Walter = Atkinson

On Aug 25, 2011, at 8:48 = AM, 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 built my Legacy with inlets in the cowl that are 1/4 inch = smaller in diameter to reduce cooling drag, 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 how cool you can run the engine, I asked a = tech rep. from Continental how cool 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, my oil temp is 180 degrees.

So, I = would like to hear from you regarding your thoughts on this subject. = Thanks for your input.

Art = Jensen

Walter Atkinson <walter@advancedpilot.com>;=
To: <lml@lancaironline.net>;
Subject:<= span class=3D"Apple-converted-space"> [LML] Re: How do I = run lean of peak?
Sent: Mon, Aug 22, 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 hours of flight data supports the fact that when run ROP, = the TC-18 radial on the DC-7s had a TBO of 600 hours. When run LOP = it had a TBO of 3600 hours. Yep, 3 thousand 6 hundred vs. 6 = hundred = hours.

--Forwarded Message Attachment--
To: lml@lancaironline.net
Date: = Fri, 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 former Lancair facility at = Redmond Airport. I thought that their name was Fibertech 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 Paczkowski

--Forwarded Message = Attachment--
From: marv@lancair.net
Subject: Re: = N927LE Returning =46rom Moscow Airshow (Russia)
To: lml@lancaironline.net
Date: = Fri, 26 Aug 2011 18:39:55 -0400

Posted for ED MARTIN = <edmartintx@gmail.com>:

= *          I have = some photos of N927LE meeting Canadian
Customs after returning = from a double TransAtlantic crossing and coming from
displaying = at the Moscow Airshow.    At present time, 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
*