X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 23 Feb 2013 22:58:19 -0500 Message-ID: X-Original-Return-Path: Received: from nk11p08mm-asmtp002.mac.com ([17.158.58.247] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 6080187 for lml@lancaironline.net; Sat, 23 Feb 2013 19:48:53 -0500 Received-SPF: pass receiver=logan.com; client-ip=17.158.58.247; envelope-from=gw5@me.com Received: from [10.185.107.153] (mobile-166-137-182-172.mycingular.net [166.137.182.172]) by nk11p08mm-asmtp002.mac.com (Oracle Communications Messaging Server 7u4-26.01(7.0.4.26.0) 64bit (built Jul 13 2012)) with ESMTPSA id <0MIP000B48WHWT80@nk11p08mm-asmtp002.mac.com> for lml@lancaironline.net; Sun, 24 Feb 2013 00:48:18 +0000 (GMT) X-Proofpoint-Virus-Version: vendor=fsecure engine=2.50.10432:5.9.8327,1.0.431,0.0.0000 definitions=2013-02-23_06:2013-02-22,2013-02-23,1970-01-01 signatures=0 X-Proofpoint-Spam-Details: rule=notspam policy=default score=0 spamscore=0 ipscore=0 suspectscore=0 phishscore=0 bulkscore=0 adultscore=0 classifier=spam adjust=0 reason=mlx scancount=1 engine=6.0.2-1203120001 definitions=main-1302230305 References: MIME-version: 1.0 (1.0) In-reply-to: Content-type: multipart/alternative; boundary=Apple-Mail-988D2AFB-75BD-4321-931B-B4DD22CA60F4 Content-transfer-encoding: 7bit X-Original-Message-id: X-Original-Cc: "lml@lancaironline.net" , "N4ZQ@verizon.net" X-Mailer: iPhone Mail (10B146) From: George Wehrung Subject: Identifying separate bypass for fuel priming X-Original-Date: Sat, 23 Feb 2013 16:48:14 -0800 X-Original-To: Lancair Mailing List --Apple-Mail-988D2AFB-75BD-4321-931B-B4DD22CA60F4 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: quoted-printable All, I actually got home today to fly the grey lady. It was a great flight to Fre= nch Valley until I stalled taxiing and could not get the hot start to work f= or me. Quite embarrassing. So got back to home base and popped the top cowl o= ff and noticed what I beleive to be a separate fuel priming circuit. I see t= he normal lines that run thru the fuel pump, gascolator, fuel flow transmitt= er and into the manifold on the right side of the intake manifold. Then the f= uel path crosses over the top in a small stainless line to the spider manifo= ld on the left side.=20 Oh yeah, IO-550-N. non turbo.=20 Then I noticed a pair of black rubber coated fuel lines on the left side of t= he engine that go to the intake manifold and the spider. The one to the spid= er looks like a drain line whereas the one to the manifold on the left side a= ppears to be a priming circuit.=20 So with what I beleive to be a priming circuit is there a different procedur= e for hot starts to move the vaporized fuel out of the injector lines? Sent from my iPhone On Feb 23, 2013, at 14:41, Sky2high@aol.com wrote: > Angier, > =20 > With the strut fully extended a little play may not be as important as the= same play when weight is on the nose wheel and the strut is some compressed= . In this case, the test is to use two steel/Al plates with grease between= them placed under the nose wheel whilst on the floor and the strut has weig= ht on it. Then you should be able to turn the wheel without too much effort= and perhaps see if there is play - simulated taxi condition. > =20 > Grayhawk > =20 > In a message dated 2/23/2013 4:32:37 P.M. Central Standard Time, N4ZQ@veri= zon.net writes: > I removed the fork this morning and inspected the strut which was dry insi= de. > Bled off the pressure and removed the little valve stem piece thingy, coll= apsed the strut and no oil came out. > I added a bit more than 1oz of fork oil which was just enough to have the o= il flow from the valve with the strut collapsed. > Worked the nose wheel side to side and could hear some air inside so kept d= oing this as well as collapsing/extending the strut. After a while, no air b= ubbles could be heard. But I have one observation and don't know if it's nor= mal or not since I don't know how the dampening is accomplished inside. With= the wheel centered or in any other position right or left, I can move th= e wheel perhaps a degree or two either side and don't feel as much dampening= as I do when turning the wheel further left or right. Seems like a dead or n= ull zone either side of where the wheel is positioned. I'll check again in t= he morning and then pressurize the strut and then see how it feels. >=20 > My tire pressures are 60 on the mains and 55 on the nose as recommended by= a well known Lancair GURU... > Thorough inspection of the engine mount shows all normal and wheel bearing= s are correctly loaded. >=20 > Angier Ames > N4ZQ > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l --Apple-Mail-988D2AFB-75BD-4321-931B-B4DD22CA60F4 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
All,

I actual= ly got home today to fly the grey lady. It was a great flight to French Vall= ey until I stalled taxiing and could not get the hot start to work for me. Q= uite embarrassing. So got back to home base and popped the top cowl off and n= oticed what I beleive to be a separate fuel priming circuit. I see the norma= l lines that run thru the fuel pump, gascolator, fuel flow transmitter and i= nto the manifold on the right side of the intake manifold. Then the fuel pat= h crosses over the top in a small stainless line to the spider manifold on t= he left side. 

Oh yeah, IO-550-N. non turbo.&n= bsp;

Then I noticed a pair of black rubber coated f= uel lines on the left side of the engine that go to the intake manifold and t= he spider. The one to the spider looks like a drain line whereas the one to t= he manifold on the left side appears to be a priming circuit. 

So with what I beleive to be a priming circuit is there a d= ifferent procedure for hot starts to move the vaporized fuel out of the inje= ctor lines?



Sent from my iPhone
<= br>On Feb 23, 2013, at 14:41, Sky2high@a= ol.com wrote:

=
Angier,
 
With the strut fully extended a little play may not be as importan= t as=20 the same play when weight is on the nose wheel and the strut is some=20 compressed.  In this case, the test is to use two steel/Al plates with=20= grease between them placed under the nose wheel whilst on the floor and the=20= strut has weight on it.  Then you should be able to turn the wheel with= out=20 too much effort and perhaps see if there is play - simulated taxi=20 condition.
 
Grayhawk
 
In a message dated 2/23/2013 4:32:37 P.M. Central Standard Time,=20 N4ZQ@verizon.net writes:
I=20 removed the fork this morning and inspected the strut which was dry=20 inside.
Bled off the pressure and removed the little valve stem piece=20= thingy, collapsed the strut and no oil came out.
I added a bit more tha= n=20 1oz of fork oil which was just enough to have the oil flow from the valve w= ith=20 the strut collapsed.
Worked the nose wheel side to side and could hear s= ome=20 air inside so kept doing this as well as collapsing/extending the strut. A= fter=20 a while, no air bubbles could be heard. But I have one observation and don= 't=20 know if it's normal or not since I don't know how the dampening is=20 accomplished inside. With the wheel centered or in any other position righ= t or=20 left, I can move the wheel perhaps a degree or two either side and don't f= eel=20 as much dampening as I do when turning the wheel further left or right. Se= ems=20 like a dead or null zone either side of where the wheel is positioned. I'l= l=20 check again in the morning and then pressurize the strut and then see how i= t=20 feels.

My tire pressures are 60 on the mains and 55 on the nose as=20= recommended by a well known Lancair GURU...
Thorough inspection of the=20= engine mount shows all normal and wheel bearings are correctly=20 loaded.

Angier Ames
N4ZQ
--
For archives and unsub=20 http://ma= il.lancaironline.net:81/lists/lml/List.html
= --Apple-Mail-988D2AFB-75BD-4321-931B-B4DD22CA60F4--