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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)

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Please send your photos and drawings to marvkaye@olsusa.com.