Sender: <marv@lancaironline.net>
To: lml
Date: Fri, 02 Feb 2007 21:51:09 -0500
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From: Sky2high@aol.com
Subject: Re: [LML] Re: Boost pump use
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In a message dated 2/2/2007 3:49:54 P.M. Central Standard Time,  
marv@lancaironline.net writes:

I  think it was Don at Aoirflow Performance who told me fuel boils at 130F  at
sea level. at 100F at 10,000 ft., and if pulled throuogh a filter to the  
pump,
at 80F.



Terrence,
 
Are you sure those weren't degrees Centigrade?
 
The area behind my engine, the dead space betwixt the top cowl and the  air 
exiting the bottom of the engine cylinder head cooling fins, often reaches  70C 
(158F), especially during a slower flight regime (airport traffic pattern)  
on a hot day (30C+) at 1500 MSL.  The fuel does not demonstrate  "boiling" or 
vaporization at such temperatures.  However, idling at slow  taxi on a 30C+ 
(86F+) for a long time (20+minutes), where the air temp behind  the engine 
reaches 90C+ (194F+), there is a vaporization problem that requires  the boost pump 
(also sitting the 90C temp) to help the engine pump (at God knows  what heat 
soaked temp) raise the fuel pressure high enough to force it back into  enough 
of a liquid state so that the engine pump could also push it thru the  fuel 
system as a liquid at the proper pressure.
 
140 kts+ climb or flight speed reduces the cowl temperatures  enough so that 
the fuel, under the proper pressure, reaches the injectors and  thence to the 
induction system for ultimate use by each and every cylinder's  advanced 
ignition system to be ignited so that my air pump actually  produces enough torque 
to be transferred to a rotor device finally  instigating sufficient rearward 
thrust that further relies on Newtonian concepts  to force the fuel laden wings 
passing thru non-violent air to provide sufficient  lift to overcome the 
instantaneous effects of gravity (another Newtonian  concept) so that my machine 
remains airborne successfully once again.
 
Oh well, all I can do is operate in the future by what I have observed in  
the past.  

Scott Krueger  AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

A man  has got to know his limitations.


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<DIV>
<DIV>In a message dated 2/2/2007 3:49:54 P.M. Central Standard Time,=20
marv@lancaironline.net writes:</DIV>
<BLOCKQUOTE=20
style=3D"PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid"><=
FONT=20
  style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size=
=3D2>&nbsp; I=20
  think it was Don at Aoirflow Performance who told me fuel boils at 130F=20
  at<BR>sea level. at 100F at 10,000 ft., and if pulled throuogh a filter to=
 the=20
  pump,<BR>at 80F.<BR></FONT></BLOCKQUOTE></DIV>
<DIV></DIV>
<DIV>Terrence,</DIV>
<DIV>&nbsp;</DIV>
<DIV>Are you sure those weren't degrees Centigrade?</DIV>
<DIV>&nbsp;</DIV>
<DIV>The area behind&nbsp;my engine, the dead space betwixt the top cowl and=
 the=20
air exiting the bottom of the engine cylinder head cooling fins, often reach=
es=20
70C (158F), especially during a slower flight regime (airport traffic patter=
n)=20
on a hot day (30C+)&nbsp;at 1500 MSL.&nbsp; The fuel does not demonstrate=20
"boiling" or vaporization at such temperatures.&nbsp; However, idling at slo=
w=20
taxi on a 30C+ (86F+) for a long time (20+minutes), where the air temp behin=
d=20
the engine reaches 90C+ (194F+), there is a vaporization problem that requir=
es=20
the boost pump (also sitting the 90C temp) to help the engine pump (at God k=
nows=20
what heat soaked temp) raise the fuel pressure high enough to force it back=20=
into=20
enough of a liquid state so that the engine pump could also push it thru the=
=20
fuel system as a liquid at the proper pressure.</DIV>
<DIV>&nbsp;</DIV>
<DIV>140 kts+&nbsp;climb or flight speed&nbsp;reduces the cowl&nbsp;temperat=
ures=20
enough so that the fuel, under the proper pressure, reaches the injectors an=
d=20
thence to the induction system for ultimate use by each and every cylinder's=
=20
advanced&nbsp;ignition system to be ignited so that my air pump actually=20
produces enough&nbsp;torque to be transferred to a rotor device finally=20
instigating sufficient rearward thrust that further relies on Newtonian conc=
epts=20
to force the fuel laden wings passing thru non-violent air to provide suffic=
ient=20
lift to overcome the instantaneous effects of gravity (another Newtonian=20
concept) so that my machine&nbsp;remains airborne successfully once again.</=
DIV>
<DIV>&nbsp;</DIV>
<DIV>Oh well, all I can do is operate in the future by what I have observed=20=
in=20
the past.=20
<DIV>&nbsp;</DIV>
<DIV><FONT lang=3D0 face=3DArial size=3D2 FAMILY=3D"SANSSERIF" PTSIZE=3D"10"=
>Scott Krueger=20
AKA Grayhawk<BR>Lancair N92EX IO320 SB 89/96<BR>Aurora, IL (KARR)<BR><BR>A m=
an=20
has got to know his limitations.</FONT></DIV></DIV></FONT></BODY></HTML>

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