Return-Path: Received: from pop3.olsusa.com ([63.150.212.2] verified) by logan.com (CommuniGate Pro SMTP 3.4.7) with ESMTP id 805302 for rob@logan.com; Sat, 30 Jun 2001 21:39:57 -0400 Received: from post.mail.nl.demon.net ([194.159.73.21]) by pop3.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-71175U5500L550S0V35) with ESMTP id com for ; Sat, 30 Jun 2001 18:25:17 -0400 Received: from [194.159.224.164] (helo=fpgcsxhi) by post.mail.nl.demon.net with smtp (Exim 3.22 #1) id 15GTJC-00095L-00; Sat, 30 Jun 2001 22:33:47 +0000 Date: Sun, 01 Jul 2001 00:31:18 +0200 To: "sky2high@hotmail.com" , "lancair.list@olsusa.com" cc: "Sky2high@aol.com" From: "colmar" Importance: medium Priority: normal Message-Id: <993940278-0-jones@colmar.demon.nl> Subject: LNC2 fuel return MIME-Version: 1.0 Content-Type: text/plain; charset=ISO-8859-1 Content-Id: <993940278-1-jones@colmar.demon.nl> Content-Transfer-Encoding: 8bit X-Mailing-List: lancair.list@olsusa.com Reply-To: lancair.list@olsusa.com <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> I have the "traditional" LNC2 fuel delivery system (Lancair Manual circa 1990 ) to a O-320. Never had a vapour lock problem with Avgas, but when I used Mogas (Euro octane 91) for about 1 year, I had 2 nasty experiences of what I assumed was vapour lock on hot summer days after prolonged taxiing prior to take-off. Engine cut after (fortunately, only) 100 metres of take-off roll. Now back on Avgas and carefree for the moment; but it is seems inevitable that we will all have to go over to the "something else", which Big Oil will decide, very soon. Question 1; FAA (et al) will take care of the spam cans but how will we Experimentals know whether, or how much, we are susceptible to vapour lock problems? Do we have to learn the hard way, with real EFOT exercises, is there a less stressful way? Question 2; If cool fuel at the carburettor is the key, how about taking the recommended 1/8th inch "leak" line (ref. Bingelis and TCM) not back to the header tank, but back to a coil suspended in the cool air inlet duct a few inches above the oil cooler? I really don't want to take it back to the header tank. Not only would this be a VERY significant change in itself, but would make any fuel flow/totaliser system (including mine!) useless. Suggestions? Colin Jones (PH-COL) >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>