X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 27 Aug 2013 13:59:30 -0400 Message-ID: X-Original-Return-Path: Received: from fmailhost04.isp.att.net ([204.127.217.104] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTP id 6443578 for lml@lancaironline.net; Tue, 27 Aug 2013 11:47:59 -0400 Received-SPF: none receiver=logan.com; client-ip=204.127.217.104; envelope-from=bbradburry@bellsouth.net Received: from desktop (adsl-98-85-141-180.mco.bellsouth.net[98.85.141.180]) by isp.att.net (frfwmhc04) with SMTP id <20130827154722H0400aokave>; Tue, 27 Aug 2013 15:47:22 +0000 X-Originating-IP: [98.85.141.180] From: "Bill Bradburry" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: Engine configuration options! X-Original-Date: Tue, 27 Aug 2013 11:47:22 -0400 X-Original-Message-ID: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001E_01CEA31B.31A2CB40" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6002.18463 Thread-Index: Ac6jJm6a5LvXZTWATD6gnnhiV6ZavQAFSDgA This is a multi-part message in MIME format. ------=_NextPart_000_001E_01CEA31B.31A2CB40 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit If you are flying a Lancair you are well advised to avoid any ethanol laced fuel. The ethanol will eat up your fuel tanks as well as other parts of your fuel system. There are a dwindling number of airports that sell non-ethanol Mogas and they can be found here. http://www.airnav.com/plan/fuel/ You can plan your route to use Mogas and you will generally be able to do it within a 1-2% increase in distance over a direct flight. The price savings of Mogas over avgas will more than make up the difference. Do NOT use ethanol in a plastic airplane! By the way, the increased volatility is largely caused by the ethanol so if it is not there...and fuel should be under pressure as much as possible when inside the hot cowl at any rate. Bill B _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Gary Casey Sent: Tuesday, August 27, 2013 9:07 AM To: lml@lancaironline.net Subject: [LML] Re: Engine configuration options! Roger, I think you are making reasonable choices. I'm pretty sure the IO360 will run well on mogas at 8.5 compression, but I have no direct experience. I've heard good things about the P-mag and that's the one I would pick. What about using 2 E-mags? The concern I have is with the higher volatility of mogas. To protect against that I have several suggestion regarding the fuel delivery system. While it's probably not practical to put an electric pump inside the fuel tanks, I would put an electric pump as close as possible to each fuel tank. Most electric pumps contain internal check valves, so you can simply T the outlets together - whichever pump is on is the tank you are feeding from. However, I'm afraid I don't have a good suggestion as to the best pump to pick that will supply the required 12 psi or so. A typical automotive "Bosch" pump would require a pressure regulator and a return to the tank - not terrible, but I would like to avoid the complication. No "auxilliary pump" required, and if you want you could make the lines from the pumps to the gascolator in one length of stainless and joined ahead of the firewall (I'm thinking about crashworthiness). If you keep the header tank, it's a little different story, but the same principle. Next I would make every attempt to keep the fuel cool on its way to the engine. The gascolator should be mounted as low as possible ahead of the firewall and in an insulated box. The standard mechanical fuel pump, which is now the "backup," should be boxed-in and positively cooled. The whole idea is to keep the fuel under pressure and cool. I know the AirflowPerformance system is available with a return line, but I would recommend using the Precision Airmotive Experimental unit. Maybe it's just because I've worked with those guys for many years and think highly of them. You can add the Airflowperformance return line to it as well. As for the electrical system, give B&C a look. Not necessarily the lightest starter available, just the best. Good luck building! Gary Casey Gents, After years on the ground I'm starting put my LNC2 together, this a/C was taken apart and robbet by HighSpeed Composites. I will need a lot of advices and one big issue is the engine configuration. This is what I have bought so far: ECI kit engine: (will build engine myself) (IO) - 360 8.5:1 pistons. (constant speed) No harness, fuel injection, mags, starter/alt. This is what I think sounds like an suited configuration would be : IO360 - 8.5:1 - setup for mogas. (I will check engines components, not sure about tanks wil take it) Fuel injection: http://www.airflowperformance.com/html/site_html.html Mags: One p-mag and one slick. Alternators: Lightweight type ? Starter: Lightweight type ? Superior sump or other not ECI. Locally powdercoated.... Need to learn about specfic coating is needed ? Please help me do the right choices. Best regards Roger Iverin ------=_NextPart_000_001E_01CEA31B.31A2CB40 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

If you are flying a Lancair you are = well advised to avoid any ethanol laced fuel.  The ethanol will eat up = your fuel tanks as well as other parts of your fuel system.  There are a dwindling number of airports that sell non-ethanol Mogas and they can be = found here.

 

http://www.airnav.com/plan/fuel= /

 

You can plan your route to use = Mogas and you will generally be able to do it within a 1-2% increase in distance = over a direct flight.  The price savings of Mogas over avgas will more = than make up the difference.

Do NOT use ethanol in a plastic airplane!  By the way, the increased volatility is largely caused = by the ethanol so if it is not there…..and fuel should be under pressure = as much as possible when inside the hot cowl at any = rate.

 

Bill B

From: = Lancair Mailing List = [mailto:lml@lancaironline.net] On Behalf Of Gary Casey
Sent: Tuesday, August 27, = 2013 9:07 AM
To: = lml@lancaironline.net
Subject: [LML] Re: Engine configuration options!

 

Roger,

I think you are making reasonable choices.  I'm pretty = sure the IO360 will run well on mogas at 8.5 compression, but I have no = direct experience.  I've heard good things about the P-mag and that's the = one I would pick.  What about using 2 = E-mags?

The concern I have is with the higher volatility of mogas.  To protect against that I have several suggestion regarding the = fuel delivery system.  While it's probably not practical to put an = electric pump inside the fuel tanks, I would put an electric pump as close as = possible to each fuel tank.  Most electric pumps contain internal check = valves, so you can simply T the outlets together - whichever pump is on is the tank = you are feeding from.  However, I'm afraid I don't have a good = suggestion as to the best pump to pick that will supply the required 12 psi or so. =  A typical automotive "Bosch" pump would require a pressure = regulator and a return to the tank - not terrible, but I would like to avoid the complication.  No "auxilliary pump" required, and if you = want you could make the lines from the pumps to the gascolator in one length = of stainless and joined ahead of the firewall (I'm thinking about crashworthiness).  If you keep the header tank, it's a little = different story, but the same principle.  Next I would make every attempt to = keep the fuel cool on its way to the engine.  The gascolator should be = mounted as low as possible ahead of the firewall and in an insulated box. =  The standard mechanical fuel pump, which is now the "backup," = should be boxed-in and positively cooled.  The whole idea is to keep the fuel = under pressure and cool.  I know the AirflowPerformance system is = available with a return line, but I would recommend using the Precision Airmotive = Experimental unit.  Maybe it's just because I've worked with those guys for many = years and think highly of them.  You can add the Airflowperformance = return line to it as well.

 

As for the electrical system, give B&C a look.  Not necessarily the = lightest starter available, just the best.

 

Good luck building!

Gary Casey

 

Gents,<= /font>

After years on the ground I'm starting = put my LNC2 together,
this a/C was taken apart and robbet by = HighSpeed Composites.
I will need a lot of advices and one big = issue is the engine 
configuration.

This is what I have bought so = far:

ECI kit engine: (will build engine = myself)

(IO) - 360 8.5:1 pistons. (constant = speed)
No harness, fuel injection, mags, = starter/alt.

This is what I think sounds like an = suited configuration would be :
IO360 - 8.5:1 - setup for mogas. (I will = check engines components, not 
sure about tanks wil take it)
Fuel injection:  http://www.airflowperformance.com/html/site_html.= html
Mags: One p-mag and one slick.
Alternators: Lightweight type = ?
Starter: Lightweight type ?
Superior sump or other not = ECI.
Locally powdercoated.... Need to learn = about specfic coating is needed ?
Please help me do the right = choices.

Best regards
Roger Iverin

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