X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 17 Jan 2006 01:44:01 -0500 Message-ID: X-Original-Return-Path: Received: from [216.40.35.67] (HELO webmaillogin.com) by logan.com (CommuniGate Pro SMTP 5.0.6) with ESMTP id 928793 for lml@lancaironline.net; Mon, 16 Jan 2006 15:23:00 -0500 Received-SPF: none receiver=logan.com; client-ip=216.40.35.67; envelope-from=matt.hapgood@alumni.duke.edu Received: from [24.163.91.100] (account cch1@hapgoods.com HELO HP780N) by fr3.webmaillogin.com (CommuniGate Pro SMTP 4.3.8) with ESMTPA id 134981284 for lml@lancaironline.net; Mon, 16 Jan 2006 15:21:58 -0500 Received-SPF: none receiver=fr3.webmaillogin.com; client-ip=24.163.91.100; envelope-from=matt.hapgood@alumni.duke.edu From: "Matt Hapgood" X-Original-To: "'Lancair Mailing List'" Subject: major changes? X-Original-Date: Mon, 16 Jan 2006 15:21:54 -0500 X-Original-Message-ID: <004201c61ada$8187ef40$6402a8c0@hapgoods.com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0043_01C61AB0.98B1E740" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AcYaWOixImLcgYnHTgO0nLPLVpk+rQAfqGDA In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0043_01C61AB0.98B1E740 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I've been having major oil consumption problems with my 360 ever since my prop strike, and subsequent engine overhaul, two years ago. The problem is getting worse in spite of having had the cylinders removed and rehoned 3 months ago. I am pulling the engine off the plane this week to have the shop run it in their test cell. They blame my set-up (electronic fuel injection and electronic ignition) and are refusing the honor the warranty or run it with the existing set-up. I'm frustrated, because I never had any problems for the first 400 hours with this system, and it runs like a dream. As a result, I am planning to, at least temporarily, convert to standard ignition and fuel injection. This is a dreaded process and will take weeks of my time. But I don't see any other way to get the problem resolved. So... I need a bunch of stuff and a few answers: 1. A while back someone posted or sent to me some information and/or pictures of an alternate air/ram air system that I liked. It was, I believe, metallic, and had a spring loaded alternate air door as part of the "system". It was designed to bolt to a forward facing servo and receive ram air. It was a very nice looking piece of equipment made by a company that I think was in California. Any information on this would be very helpful. 2. I need the following parts. Anyone who has any of these items for sale (or loan?) please contact me... I'm already dreading the bill for this problem so I am trying to avoid having to buy all the parts new. a. fuel servo, spider and injectors (I'm looking at the Precision Airmotive kit. I could use a carb, but then I'd need to address carb heat & control, etc...) b. magnetos c. mechanical fuel pump d. electric fuel pump e. mixture cable/knob/vernier 3. Question - I currently use 2 high pressure bosch fuel pumps with a pressure regulator. Can I continue to use this as the boost pump? Or is it too high pressure? A stupid question - how is a typical airplane (lyc 320/360) fuel pressure regulated when using the boost pump (or isn't it)? Thanks for any and all help, Matt Hapgood 919-933-3295 ------=_NextPart_000_0043_01C61AB0.98B1E740 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

I've been = having major=20 oil consumption problems with my 360 ever since my prop strike, and = subsequent engine overhaul, two years ago. The problem is getting = worse in=20 spite of having had the cylinders removed and rehoned 3 months = ago. =20

I am = pulling the engine=20 off the plane this week to have the shop run it in their test = cell. They=20 blame my set-up (electronic fuel injection and electronic ignition) and = are=20 refusing the honor the warranty or run it with the existing = set-up. =20 I'm frustrated, because I never had any problems for the first 400 hours = with=20 this system, and it runs like a dream.

As a = result, I am=20 planning to, at least temporarily, convert to standard ignition and fuel = injection. This is a dreaded process and will take weeks of my = time. =20 But I don't see any other way to get the problem resolved.

So... I = need a bunch of=20 stuff and a few answers:

1. A = while back=20 someone posted or sent to me some information and/or pictures of an = alternate=20 air/ram air system that I liked. It was, I believe, metallic, and = had a=20 spring loaded alternate air door as part of the "system". It was = designed=20 to bolt to a forward facing servo and receive ram air. It was = a very=20 nice looking piece of equipment made by a company that I think was in=20 California. Any information on this would be very = helpful.

2. I = need the=20 following parts. Anyone who has any of these items for sale (or = loan?)=20 please contact me... I'm already dreading the bill for this problem so I = am=20 trying to avoid having to buy all the parts new.

=20 a. fuel servo, spider and injectors (I'm looking at the Precision=20 Airmotive kit. I could use a carb, but then I'd need to=20 address carb heat & control, etc...)

=20 b. magnetos

=20 c. mechanical fuel pump

=20 d. electric fuel pump

=20 e. mixture cable/knob/vernier

3. Question - I currently use 2 high = pressure=20 bosch fuel pumps with a pressure regulator. Can I continue to use = this as=20 the boost pump? Or is it too high pressure? A stupid = question - how=20 is a typical airplane (lyc 320/360) fuel pressure regulated when using = the boost=20 pump (or isn't it)?

Thanks for = any and all=20 help,

Matt = Hapgood

919-933-3295

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