To all Lancair Pilots:
I hope you can glide your airplane to landing and I hope you practice this at least yearly. (Do you know what your best glide speed is – Please look it up and tattoo it on your arm.)
That is: Pull throttle all the way back, Pull prop all the way back, Glide the airplane ALL THE WAY DOWN TO TOUCHDOWN.
Please do not fly these things unless you do so.
(At this rate nobody will be able to fly them anyway because insurance will be $20k / year.)
To Jeff Edwards:
I hope you are teaching the above I hope it is a mandatory item on your program.
David T.
Legacy
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Kevin Stallard
Sent: 07-11-11-Mon 10:27
To: lml@lancaironline.net
Subject: [LML] Re: another Lancair
Setting up the engine according the Continental’s specifications goes without saying. I’m speaking in terms of the pipes, fuel pump, etc that feeds the engine. I believe the Continental setup to be pretty sound, what I want to see is what failure modes exist between the fuel tanks and the engine.
Kevin
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of John Schroeder
Sent: Monday, July 11, 2011 7:44 AM
To: lml@lancaironline.net
Subject: [LML] Re: another Lancair
On Sun, 10 Jul 2011 15:07:51 -0400, Kevin Stallard <Kevin@arilabs.net> wrote:
So the question is, how do we set up a test of our fuel system so we can test that configuration and flush out the gremlins?
I can only speak for an IO-550. Continental specifies that the fuel injection system be inspected and set up iaw SID97-3x. You need some specific equipment and the SID is very thorough in specifying how to do it. We have an A&P do this at the same time we check the compression, time the mags, etc. If I recall, we lost a IV on takeoff because the mixture was set too rich. When it comes to working on the engine, it is best to let an expert do it if one is not pretty well trained on their specific power plant.
Cheers,
John
LNCE - 470 hours