X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 30 Aug 2011 10:41:07 -0400 Message-ID: X-Original-Return-Path: Received: from mta31.charter.net ([216.33.127.82] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5108255 for lml@lancaironline.net; Tue, 30 Aug 2011 09:05:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.82; envelope-from=troneill@charter.net Received: from imp09 ([10.20.200.9]) by mta31.charter.net (InterMail vM.7.09.02.04 201-2219-117-106-20090629) with ESMTP id <20110830130444.LEVU3994.mta31.charter.net@imp09> for ; Tue, 30 Aug 2011 09:04:44 -0400 Received: from [192.168.1.101] ([75.132.241.174]) by imp09 with smtp.charter.net id Sd4j1h0013mUFT705d4jhy; Tue, 30 Aug 2011 09:04:43 -0400 X-Authority-Analysis: v=1.1 cv=L1BYdMBFPEvrb1U4o1gj35Y72n0OWZIL8AeNhXtfs6g= c=1 sm=1 a=yUnIBFQkZM0A:10 a=VxlS/kh5Y2KhHY/Xui1ATg==:17 a=AAvYLDLOAAAA:8 a=Ia-xEzejAAAA:8 a=otLtsZP2AAAA:8 a=C_IRinGWAAAA:8 a=rxoNyBSCAAAA:8 a=HZJGGiqLAAAA:8 a=pcLIrrrKAAAA:8 a=5Up8faWwAAAA:8 a=az2nqfWbAAAA:8 a=o1OHuDzbAAAA:8 a=m0esOmMeAAAA:8 a=3oc9M9_CAAAA:8 a=rp1cWxJRAAAA:8 a=CjxXgO3LAAAA:8 a=pGLkceISAAAA:8 a=aatUQebYAAAA:8 a=fLuM78UsAAAA:8 a=OZYqEDjMAAAA:8 a=r1-tMP3rAAAA:8 a=hslOrHpUAAAA:8 a=oCcaPWc0AAAA:8 a=AO0vdyU0AAAA:8 a=g0AnGBnKcUCf4myevjIA:9 a=pqu-0wU6urbBHJWZUIgA:7 a=pILNOxqGKmIA:10 a=RoahOlKC_CAA:10 a=EGQT9b6PtV8A:10 a=Kd1Yx9Q474QA:10 a=PEFM3systJEA:10 a=IilLV1ZTWhwA:10 a=QWjdYLxfn7MA:10 a=CVU0O5Kb7MsA:10 a=Xpd_woPWsxMA:10 a=s2loLT2QvaoA:10 a=EzXvWhQp4_cA:10 a=3rcunIF0aIMA:10 a=si9q_4b84H0A:10 a=LJWTG3aW_KUA:10 a=HeoGohOdMD0A:10 a=ftFGBYpk1mUA:10 a=v6MMM96S_sUA:10 a=t7dr3Dmy9FQA:10 a=ILCZio5HsAgA:10 a=j6nz7rD6CdcA:10 a=U8Ie8EnqySEA:10 a=yUtRAOY6dzcA:10 a=rC2wZJ5BpNYA:10 a=MSl-tDqOz04A:10 a=rBKJJ2Jc0C4A:10 a=3jk_M6PjnjYA:10 a=oquo3wBOkaUb1PCE:21 a=pd7QgGLKEXTyMV5q:21 a=69EAbJreAAAA:8 a=DeXiIjfTCMbH9xM6fucA:9 a=ueI-bG4b5zky1xACBF0A:7 a=tXsnliwV7b4A:10 a=VxlS/kh5Y2KhHY/Xui1ATg==:117 From: Terrence O'Neill Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-149--752648978 Subject: Re: [LML] LOP Academics X-Original-Date: Tue, 30 Aug 2011 08:04:43 -0500 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1084) --Apple-Mail-149--752648978 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Walter, Thanks for doing what you knew was true. =20 Your quotes are right on. Terrence n211AL L235/320 On Aug 30, 2011, at 6:40 AM, Walter Atkinson wrote: > Colyn: >=20 > It is interesting how, about 12 years ago, when we started considering = teaching the APS classes, it was heresy to suggest what we were = suggesting. We were called names by the "experts." A decade later, our = "renegade concepts" are considered "common knowledge" that everyone = should know and get for free. I hear and see terms we coined being used = all over the internet, in magazine articles, and by new teachers of the = material who may not even know who invented the terms. Being called = "mainstream" is not a normal thing for me! >=20 > Some thoughts from some smart guys: >=20 > =93A man with a new idea is a crank until he succeeds.=94 > Mark Twain >=20 > =93New opinions are always suspected, and usually opposed, without any = other reason but because they are not already common.=94 > John Locke > =20 > "The trouble with the world is that the stupid are cocksure and the = intelligent are full of doubt." > Bertrand Russell >=20 > =93A false conclusion once arrived at and widely accepted is not = easily=20 > dislodged and the less it is understood, the more tenaciously it is = held.=94 > George Cantor > 19th Century Mathematician, developer of the concepts of=20 >=20 >=20 > Walter Atkinson > Advanced Pilot Seminars >=20 >=20 >=20 > On Aug 29, 2011, at 12:07 PM, Colyn Case wrote: > "continuity" and "infinity". >=20 > Jack, >=20 > 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. >=20 > Colyn >=20 > On Aug 28, 2011, at 9:32 PM, JON ADDISON wrote: >=20 >>=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= >> * >=20 >=20 --Apple-Mail-149--752648978 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252

Some thoughts from some smart = guys:

=93A man with a new idea is a = crank until he succeeds.=94
Mark Twain

=93New opinions are always suspected, and usually opposed, = without any other reason but because they are not already = common.=94
= John Locke
=     =   
"The trouble with the world is that the = stupid are cocksure and the intelligent are full of = doubt."
Bertrand Russell

=93A = false conclusion once arrived at and widely accepted is not = easily 
dislodged and the less it is understood, the more tenaciously = it is held.=94
 = George Cantor
19th = Century Mathematician, developer of the = concepts of 

Walter = Atkinson
Advanced Pilot = Seminars
On Aug 29, 2011, = at 12:07 PM, Colyn Case wrote:
  =   =       "continuity" and = "infinity".

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-149--752648978--