X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 29 Aug 2011 14:07:11 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-spurfowl.atl.sa.earthlink.net ([209.86.89.66] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5107155 for lml@lancaironline.net; Mon, 29 Aug 2011 10:56:10 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.66; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=f9ZksLsdDfQh+ybq5MnBYaeQ1fEzTbZmtsKQDvRpyc7HqteUmV5xL+Cfa/9Kx5/I; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [70.20.32.175] (helo=[192.168.1.24]) by elasmtp-spurfowl.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1Qy3FN-0005RP-PX for lml@lancaironline.net; Mon, 29 Aug 2011 10:55:34 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-145--832400120 Subject: Re: [LML] LOP Academics X-Original-Date: Mon, 29 Aug 2011 10:55:32 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <2AFFD598-6FAE-4B90-B333-03366F327507@earthlink.net> X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da9408b4d0ee4c8ddf87a9c70920f4dfd7a7c350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 70.20.32.175 --Apple-Mail-145--832400120 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Jack, I'm easily bored but I found it easily worth all 2.5 days. Maybe you should pay the $995 and go see how useless it is just to prove = the rest of us wrong. Actually maybe you should just send in your $995 as a donation to = enlightening all the mechanics and engine companies that don't get it = yet. APS has pretty much single-handedly got the industry going in the LOP = direction. That's worth $995 to me right there. Colyn On Aug 28, 2011, at 9:32 PM, JON ADDISON wrote: >=20 >=20 > From: jraddison@msn.com > To: lml@lancaironline.net > Subject: RE: lml Digest #3493 > Date: Sat, 27 Aug 2011 09:34:28 -0700 >=20 > 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.=20 > Forget the wineing and dining and secret membership code rings. =20 > Half day max from Mike Busch should do it. Hey that's an idea! >=20 > 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!=20 > F. Sargeant Friday: "The facts ma'am, just the facts ma'am." > G. Drinking too much Koolaid will give you a tummy ache. >=20 > Jack Addison > A Need for Speed >=20 > From: lml@lancaironline.net > Subject: lml Digest #3493 > Date: Sat, 27 Aug 2011 06:00:02 -0400 >=20 > 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, 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 =46rom 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 >=20 >=20 > --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 >=20 > 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. > =20 > 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. =20 > =20 > Let me know if you are interested. > =20 > Sent from my iPad > Berni=20 > 228 342-2521 > Bbreen@cableone.net >=20 >=20 > --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 >=20 > Ron: > =20 > 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. > =20 > 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. > =20 > John Hafen > IVP 414AJ, 330 hours > =20 > =20 > On Aug 25, 2011, at 7:48 AM, Ronald STEVENS wrote: > =20 > Hello guys > =20 > 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. > =20 > However sometimes you are stumbling on little facts that is kind of = surprising and will get your attention fast LOL > =20 > 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.=20 > =20 > 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. > =20 > 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 > =20 > Is there anything you can do to prevent this? (besides keeping a towel = in the 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 >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:01 -0400 > From: gws37@plantationcable.net > Subject: Fuel caps, LNC2 >=20 > 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. > =20 > I also put MMO in my fuel at the recommended rate per gallon. > =20 > George Shattuck > LNC2, 1500 hrs+/- >=20 >=20 > --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 >=20 > 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. > =20 > Paul Bricker > =20 > On 8/25/11 7:48 AM, "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, > >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 > =20 > =20 >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:01 -0400 > From: Loantracy@sbcglobal.net > Subject: Re: [LML] Re: Paint >=20 > I am in the paint stage and picking paint brand and type, what has = been used ? =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, 2011, at 7:48 AM, "Greenbacks, 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, what quantity = of materials were required? > >=20 > > Thanks, > >=20 > > Angier Ames > > N4ZQ > > -- > > For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:01 -0400 > From: colyncase@earthlink.net > Subject: Re: [LML] LOP effect on CHT >=20 > Well, one issue is you would like your oil hot enough to boil the = water off. >=20 > On Aug 25, 2011, at 10:48 AM, Art Jensen wrote: >=20 > 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? >=20 > At the temps mentioned above, my oil temp is 180 degrees. >=20 > So, I would like to hear from you regarding your thoughts on this = subject. Thanks for your input. >=20 > Art Jensen >=20 > From: Walter Atkinson ;=20 > To: ;=20 > Subject: [LML] Re: How do I run lean of peak?=20 > Sent: Mon, Aug 22, 2011 5:28:42 PM=20 >=20 >=20 > 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. >=20 >=20 > 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. >=20 >=20 >=20 > --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 >=20 > Ralf, >=20 > 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. >=20 > I use fltpln.com primarily for recently accepted IFR routes. >=20 > Good luck, >=20 > Craig Gainza=20 >=20 >=20 > To: lml@lancaironline.net > Date: Wed, 24 Aug 2011 14:36:43 -0400 > From: bronnenmeier@GROBSYSTEMS.COM > Subject: [LML] finding the right altitude in a 4P >=20 > Dear subscribers, > =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 >=20 > -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:01 -0400 > From: matt.hapgood@alumni.duke.edu > Subject: Re: [LML] Re: LNC2 Fuel Caps >=20 > 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. >=20 > Sincerely, >=20 > Matt >=20 > On Aug 25, 2011, at 8:48 AM, "Mark Ravinski" = wrote: >=20 > 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. > =20 > Mark Ravinski > ----- Original Message ----- > From: Matt Hapgood > To: lml@lancaironline.net > Sent: Wednesday, August 24, 2011 2:36 PM > Subject: [LML] LNC2 Fuel Caps >=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, 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. > =20 > 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?=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 - www.avg.com=20 > Version: 9.0.901 / Virus Database: 271.1.1/3854 - Release Date: = 08/24/11 02:34:00 >=20 >=20 > --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 >=20 > 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. > =20 >=20 >=20 > --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 >=20 > Yep, almost exactly the same...5 gallons each. > =20 > Bill Harrelson > N5ZQ 320 1,950 hrs > N6ZQ IV under construction > =20 > =20 > =20 > =20 > =20 > =20 > -----Original Message-----=20 > From: Dr. Weinsweig > Sent: Thursday, August 25, 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, 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. > =20 > Bill Harrelson > N5ZQ 320 1,950 hrs > N6ZQ IV under construction > =20 >=20 >=20 > --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 >=20 > 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? >=20 > 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. >=20 > On 2011-08-25, at 8:48 AM, Art Jensen wrote: >=20 > ... > how cool you can run the IO-550 engine >=20 >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:27 -0400 > From: johnp@arlingtoninstitute.org > Subject: Almost completed LIVP for sale >=20 > 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. > =20 > Wife wants me out of this project. Have over $600K in it. Will sell = for > $200. Located in Merritt Island, FL > =20 > If interested, let me know and I'll provide PowerPoint show of photos. = =20 > =20 > John L. Petersen > Berkeley Springs, West Virginia, 25411=20 > USA > Mobile: +1-703-623-1944 > =20 > =20 >=20 >=20 > --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 >=20 > Duct tape will not come off. > =20 > Sent from my iPad > =20 > On Aug 25, 2011, at 7:48 AM, Berni wrote: > =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, 2011, at 1:36 PM, 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, 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. > >>=20 > >> 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? =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.html >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:27 -0400 > From: danny.miller@verizon.net > Subject: RE: [LML] LNC2 Fuel Caps >=20 > 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, August 25, 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, 2011, at 1:36 PM, 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, 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. > > =20 > > 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? =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 > --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 >=20 > =20 > On Aug 25, 2011, at 8:48 AM, Lancair wrote: > =20 > Aircraft have run LoP for decades without GAMI injectors, so test the = engine 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. >=20 >=20 > --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? >=20 > Craig, > 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 >=20 >=20 > 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) > =20 > 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 >=20 >=20 >=20 > --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? >=20 > Danny, > Then I don't entirely understand, as running 2400 at 10,000 puts 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, or at least = at peak, already. Yes, you will likely save about 1 to 1.5 GPH, or = about $5 per hour. So to save the $1,000 of the course you will have to = fly 200 hours. Not many, 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), longer spark plug, oil and engine life. Cleaning = 8 spark plugs costs, what, maybe $100, so every little bit helps. When = running ROP I could barely get 100 hours between cleaning and at LOP = they will easily 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, that = is, you leave taking 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, just my opinion. > Gary Casey >=20 > 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. > =20 > Danny Miller >=20 >=20 > --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 >=20 > Champion fine wire. There great. Don G. 722B > On Aug 25, 2011 10:53 AM, "Dico Reijers" = wrote: > > Hello, > >=20 > > 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. > >=20 > > -Dico >=20 >=20 > --Forwarded Message Attachment-- > To: lml@lancaironline.net > Date: Fri, 26 Aug 2011 18:38:27 -0400 > From: walter@advancedpilot.com > Subject: Re: [LML] LOP effect on CHT >=20 > Anything above about 230dF on the CHT is fine. Lycoming says 150dF. = TCM does not publish a number. >=20 > Walter Atkinson >=20 >=20 > On Aug 25, 2011, at 8:48 AM, Art Jensen wrote: >=20 > 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? >=20 > At the temps mentioned above, my oil temp is 180 degrees. >=20 > So, I would like to hear from you regarding your thoughts on this = subject. Thanks for your input. >=20 > Art Jensen >=20 > From: Walter Atkinson ;=20 > To: ;=20 > Subject: [LML] Re: How do I run lean of peak?=20 > Sent: Mon, Aug 22, 2011 5:28:42 PM=20 >=20 >=20 > 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. >=20 >=20 > 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. >=20 >=20 >=20 > --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 >=20 > 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 > =20 > Nick Paczkowski > =20 > =20 > =20 > =20 >=20 >=20 > --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 >=20 >=20 > Posted for ED MARTIN : >=20 > * 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= > * --Apple-Mail-145--832400120 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Jack,

I'm easily bored but I = found it easily worth all 2.5 days.
Maybe you should pay the = $995 and go see how useless it is just to prove the rest of us = wrong.
Actually maybe you should just send in your $995 as a = donation to enlightening all the mechanics and engine companies that = don't get it yet.
APS has pretty much single-handedly got the = industry going in the LOP direction.   That's worth $995 to me = right there.

Colyn

On = Aug 28, 2011, at 9:32 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 




--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
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 -----
 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
 *

= --Apple-Mail-145--832400120--