X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 10 Mar 2009 22:37:05 -0400 Message-ID: X-Original-Return-Path: Received: from smtp-auth-01.mx.pitdc1.expedient.net ([206.210.66.134] verified) by logan.com (CommuniGate Pro SMTP 5.2.13) with ESMTPS id 3542690 for lml@lancaironline.net; Tue, 10 Mar 2009 16:59:14 -0400 Received-SPF: none receiver=logan.com; client-ip=206.210.66.134; envelope-from=rpastusek@htii.com Received: from HTBOB001 (static-71-178-198-10.washdc.fios.verizon.net [71.178.198.10]) by smtp-auth-01.mx.pitdc1.expedient.net (Postfix) with ESMTPA id F030370A3D for ; Tue, 10 Mar 2009 16:58:36 -0400 (EDT) From: "Robert Pastusek" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Cleaning Tanks and In-Fuel Filters X-Original-Date: Tue, 10 Mar 2009 16:58:33 -0400 X-Original-Message-ID: <016a01c9a1c2$f9a27230$ece75690$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_016B_01C9A1A1.7290D230" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Acmg3lZtoXXsI70+SIiCf21IdvKBegA3pzcg Content-Language: en-us This is a multipart message in MIME format. ------=_NextPart_000_016B_01C9A1A1.7290D230 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bryan wrote: =20 1) What is the best way to clean out the fuel tanks before first flight? = (I poured 2 gallons of 100LL in them and sloshed it around and drained it = out the fuel drain but didn't seem to get all of it.) =20 2) Should I use an Inline fuel filter if so where in the system and what type.=20 =20 Bryan, The slosh and pour you accomplished is recommended by the factory, but = as you noted, it=92s impossible to get all the fuel=97and any debris=97out. = After doing this with my (IV-P) tanks, I mounted the wings to the airplane and proceeded with fuel tank calibration tests. This required filling and emptying each of the tanks at least a couple of times. I filled one tank = at a time (measuring the input with a =93calibrated=94 can, sloshed it = around a bit after completing the calibration checks, etc, and then pumped/drained = fuel to the other tank through a filter=97again using the calibrated can to = fill the second tank. A large funnel with a chamois skin stretched across the = top makes an excellent filter for this purpose. Like the slosh and pour, it won=92t get out all of the fuel and debris, but a couple of fill up and = empty cycles will get almost all of it. I found a couple of small particles = in the bottom of the gascolator at about 20 hours of the test period, and nothing in three checks since, so this worked pretty well for me. I must note that we were absolutely religious about keeping the tanks clean = during construction and closed/sealed afterward until installation on the = aircraft. If you=92re tanks have been open to shop dust/other for any time at all, additional cleaning might be needed=85perhaps more =93fill and pump?=94 =20 I installed two in-line fuel filters in my fuel lines between the wing = tanks and the fuel switching valve in the cockpit. On the advice of several = good friends/experts who looked at my (not so) clever idea, I took them off = and replaced with straight aluminum line. The conventional wisdom is to = never install any type of flow-restricting device (e.g. filter) in the = =93suction=94 side of the fuel system, as even the tiniest leak between the filter and = the engine will draw air into the fuel system=97especially big trouble for a fuel-injected engine. I considered putting the filter in-line between = the electric fuel pump and the engine, but since I expected to fly without = the electric pump on much of the time, this only =93shortened=94 the = vulnerable area and did not eliminate the basic problem. In the end, I gave the filters = to a friend. (BTW, they are available at ACS as a =93Flow EZY=94 filter, part = number 05-28905. They are high quality aluminum with replaceable fine mesh = screen filter elements) =20 I am now running with a fuel system as specified in the original Lancair construction manual. I understand that later manuals specified =BD=94 = aluminum fuel line but I kept the original 3/8=94 line specified. I have the Lancair-specified gascolator mounted on the front of the firewall, just above the right exhaust tunnel. In 200+ hours of flying to date, I have never had the engine falter or quit while switching tanks=97or for any = other reason for that matter=97although some have reported this problem.=20 =20 My recommendations: Install a gascolator=97between your electric pump = and the engine. It will separate any water contamination you collect in your = tanks over time. Most also have a filter that will at least strain the large = rocks out of your fuel. Don=92t install an additional filter in your = fuel system. If your tanks are contaminated, flush them (with fuel only) = until you don=92t collect any observable debris when you filter the outflow as described above. Plug the ends of your fuel system at the tank and at = the engine, and run an end-to-end pressure test of the complete system. If = the tanks and fuel are clean and the system is leak free, it works well as designed. =20 Good luck! Bob =20 =20 ------=_NextPart_000_016B_01C9A1A1.7290D230 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Bryan wrote:

 

1) What is the best way to clean out the fuel = tanks before first flight?  (I poured 2 gallons of 100LL in them and = sloshed it around and drained it out the fuel drain but didn't seem to get all of = it.)

 

2) Should I use an Inline fuel filter if so where = in the system and what type. 

 

Bryan,

The slosh and pour you accomplished is recommended by the = factory, but as you noted, it’s impossible to get all the fuel—and = any debris—out. After doing this with my (IV-P) tanks, I mounted the = wings to the airplane and proceeded with fuel tank calibration tests. This = required filling and emptying each of the tanks at least a couple of times. I = filled one tank at a time (measuring the input with a “calibrated” can, sloshed it around a bit after completing the calibration checks, etc, = and then pumped/drained fuel to the other tank through a filter—again using = the calibrated can to fill the second tank. A large funnel with a chamois = skin stretched across the top makes an excellent filter for this purpose. = Like the slosh and pour, it won’t get out all of the fuel and debris, but a = couple of fill up and empty cycles will get almost all of it.=A0 I found a = couple of small particles in the bottom of the gascolator at about 20 hours of the = test period, and nothing in three checks since, so this worked pretty well = for me. I must note that we were absolutely religious about keeping the tanks = clean during construction and closed/sealed afterward until installation on = the aircraft. If you’re tanks have been open to shop dust/other for any time at = all, additional cleaning might be needed…perhaps more “fill and = pump?”

 

I installed two in-line fuel filters in my fuel lines = between the wing tanks and the fuel switching valve in the cockpit. On the = advice of several good friends/experts who looked at my (not so) clever idea, I = took them off and replaced with straight aluminum line. The conventional wisdom is = to never install any type of flow-restricting device (e.g. filter) in the = “suction” side of the fuel system, as even the tiniest leak between the filter and = the engine will draw air into the fuel system—especially big trouble = for a fuel-injected engine. I considered putting the filter in-line between = the electric fuel pump and the engine, but since I expected to fly without the = electric pump on much of the time, this only “shortened” the vulnerable = area and did not eliminate the basic problem. In the end, I gave the filters to a friend. (BTW, they are available at ACS as a “Flow EZY” = filter, part number 05-28905. They are high quality aluminum with replaceable fine mesh = screen filter elements)

 

I am now running with a fuel system as specified in the = original Lancair construction manual. I understand that later manuals specified = =BD” aluminum fuel line but I kept the original 3/8” line specified. I = have the Lancair-specified gascolator mounted on the front of the firewall, = just above the right exhaust tunnel. In 200+ hours of flying to date, I have = never had the engine falter or quit while switching tanks—or for any = other reason for that matter—although some have reported this problem. =

 

My recommendations: Install a gascolator—between = your electric =A0pump and the engine. It will separate any water contamination you = collect in your tanks over time. Most also have a filter that will at least strain the = large rocks out of your fuel. <grin> =A0Don’t install an = additional filter in your fuel system. If your tanks are contaminated, flush them (with = fuel only) until you don’t collect any observable debris when you = filter the outflow as described above. Plug the ends of your fuel system at the = tank and at the engine, and run an end-to-end pressure test of the complete = system. If the tanks and fuel are clean and the system is leak free, it works well = as designed.

 

Good luck!


Bob

 

 

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