X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Sender: To: lml Date: Fri, 02 Feb 2007 21:51:09 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 5.1.5) with ESMTP id 1807685 for lml@lancaironline.net; Fri, 02 Feb 2007 20:12:31 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.208; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d22.mx.aol.com (mail_out_v38_r7.6.) id q.cca.84a2ed3 (14501) for ; Fri, 2 Feb 2007 20:11:34 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Fri, 2 Feb 2007 20:11:32 EST Subject: Re: [LML] Re: Boost pump use X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1170465092" X-Mailer: 9.0 Security Edition for Windows sub 5358 X-Spam-Flag: NO -------------------------------1170465092 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit 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. -------------------------------1170465092 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 2/2/2007 3:49:54 P.M. Central Standard Time,=20 marv@lancaironline.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2> I=20 think it was Don at Aoirflow Performance who told me fuel boils at 130F=20 at
sea level. at 100F at 10,000 ft., and if pulled throuogh a filter to= the=20 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=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+) at 1500 MSL. The fuel does not demonstrate=20 "boiling" or vaporization at such temperatures. 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.

140 kts+ climb or flight speed reduces the cowl 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 ignition system to be ignited so that my air pump actually=20 produces enough 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 remains airborne successfully once again.

Oh well, all I can do is operate in the future by what I have observed=20= in=20 the past.=20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

A m= an=20 has got to know his limitations.

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