X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from omr-d07.mx.aol.com ([205.188.109.204] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 7051860 for lml@lancaironline.net; Mon, 28 Jul 2014 15:31:02 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.109.204; envelope-from=Sky2high@aol.com Received: from mtaomg-mab02.mx.aol.com (mtaomg-mab02.mx.aol.com [172.26.249.84]) by omr-d07.mx.aol.com (Outbound Mail Relay) with ESMTP id 4CCB3702B9693 for ; Mon, 28 Jul 2014 15:30:26 -0400 (EDT) Received: from core-mle004c.r1000.mail.aol.com (core-mle004.r1000.mail.aol.com [172.29.126.209]) by mtaomg-mab02.mx.aol.com (OMAG/Core Interface) with ESMTP id 139FA38000085 for ; Mon, 28 Jul 2014 15:30:26 -0400 (EDT) From: Sky2high@aol.com Full-name: Sky2high Message-ID: <377f9.33818e40.4107fed0@aol.com> Date: Mon, 28 Jul 2014 15:30:24 -0400 (EDT) Subject: Re: [LML] Re: FW: [LML] Re: Gascolators and fuel lines. To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_377f9.33818e40.4107fed0_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [24.14.166.87] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20140625; t=1406575826; bh=GxziPwvuIUgrnVMozxi+ITpeNg3Gmk3AKcYLVLkDgSs=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=EdBp7EftWQQF09zwE1Vd7uJ8P9iVS2S/+1EVO3qJL84cKp8C0MhIJYpBd6uhbDq0V 0PNCfdozGHIukUUADKfw1kXDbUJBg2ROJUaQJQE7gBU1ybc6ilVlg1QUfJNSGDdjM2 qqbG1XfCNyGF+nJi4jjBqfcv/kfuXSQi3sR3ZH3Y= x-aol-sid: 3039ac1af95453d6a4d25c09 --part1_377f9.33818e40.4107fed0_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit All, Fuel lines: All flexible fluid lines in the engine compartment should be teflon in SS braid with steel fittings and integrated fire sleeve. 1. No known life limit. 2. Straight steel fitting are least expensive - if required, use elbow and 45 degree fittings on the attach point, not the line fitting. 3. Hose builders can apply integrated fire sleeves that are sealed at each hose end, not those loose silicon and fiber glass ones that require dipping the ends in liquid silicon and then securing the ends with a metal band and a special tool. The seal is to keep fuel or oil from contaminating the sleeve. 4. The only drawback is that these lines are slightly heavier than the old style aeroquip lines. 5. If you must build your own, consider Earl's for supplies. Gascolator and filters: In my injected engine I used an old style Cessna type gascolator filter with a built in flush drain that allows one to sump that filter (Backwash) by pulling on a Bowden cable accessible at the oil dip stick door. Remember this about filters - There is a coarse filter in each gas tank. The next filter (gascolator) comes before the boost pump. Then there is a very fine finger filter in Bendix style throttle bodies to filter fuel before it reaches the distribution spider and injectors. I think all throttle bodies have such a filter. This is the filter to check for very small construction debris - at least at an annual. Water in fuel sources, etc: 1. From using a lousy FBO without water filters on their storage tanks and trucks. 2. Condensation that usually occurs in partially filled metal wing tanks. This is almost never a problem with a Lancair because of the composite construction of the fuel tanks. 3. Water entering a vent line in something like a vented gas cap. Again, not likely with the Lancair venting system unless one constantly flies in rain/mist. If one has a header tank, the gascolator with the sump drain might help with water removal, if any. Scott Krueger --part1_377f9.33818e40.4107fed0_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

All,

Fuel lines:

All flexible fluid lines in the engine compartment should be teflon= in SS=20 braid with steel fittings and integrated fire sleeve.

1. No known life limit.

2. Straight steel fitting are least expensive - if required, use elbo= w and=20 45 degree fittings on the attach point, not the line fitting.

3. Hose builders can apply integrated fire sleeves that are seal= ed at=20 each hose end, not those loose silicon and fiber glass ones that require= dipping=20 the ends in liquid silicon and then securing the ends with a metal band an= d=20 a special tool. The seal is to keep fuel or oil from=20 contaminating the sleeve.

4. The only drawback is that these lines are slightly heavier than th= e old=20 style aeroquip lines.

5. If you must build your own, consider Earl's for supplies.

Gascolator and filters:

In my injected engine I used an old style Cessna type gascolator filt= er=20 with a built in flush drain that allows one to sump that filter (Backwash)= by=20 pulling on a Bowden cable accessible at the oil dip stick door. Reme= mber=20 this about filters - There is a coarse filter in each gas tank. The= next=20 filter (gascolator) comes before the boost pump. Then there is= a very=20 fine finger filter in Bendix style throttle bodies to filter fuel bef= ore it=20 reaches the distribution spider and injectors. I think all throttle= bodies=20 have such a filter. This is the filter to check for very small=20 construction debris - at least at an annual.

Water in fuel sources, etc:

1. From using a lousy FBO without water filters on their storage tank= s and=20 trucks.

2. Condensation that usually occurs in partially filled metal wing=20 tanks. This is almost never a problem with a Lancair because of= the=20 composite construction of the fuel tanks.

3. Water entering a vent line in something like a vented gas cap.&nbs= p;=20 Again, not likely with the Lancair venting system unless one constantly fl= ies in=20 rain/mist.

If one has a header tank, the gascolator with the sump drain mig= ht=20 help with water removal, if any.

Scott Krueger

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