X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 24 May 2009 01:11:25 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d06.mx.aol.com ([205.188.157.38] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3651770 for lml@lancaironline.net; Sat, 23 May 2009 17:23:15 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.38; envelope-from=YoSamuel@aol.com Received: from imo-ma01.mx.aol.com (imo-ma01.mx.aol.com [64.12.78.136]) by imo-d06.mx.aol.com (8.14.1/8.14.1) with ESMTP id n4NLMeAS012807 for ; Sat, 23 May 2009 17:22:40 -0400 (EDT) Received: from YoSamuel@aol.com by imo-ma01.mx.aol.com (mail_out_v40_r1.5.) id q.c55.4adecb2f (39330) for ; Sat, 23 May 2009 17:22:07 -0400 (EDT) From: YoSamuel@aol.com X-Original-Message-ID: X-Original-Date: Sat, 23 May 2009 17:22:07 EDT Subject: Re: [LML] Re: FL220 [and high speed taxi] fuel flow interruption X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1243113727" X-Mailer: AOL 9.1 sub 5006 X-Spam-Flag:NO -------------------------------1243113727 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I have a sensor located in the line after the fuel selector in my IVPT. This is the line that feeds the center tank from the wing tanks. If the fuel from selected wing tank is not flowing adequately a light comes on. I'm told the sensor is optical and reacts to air in the line. I think I got this sensor from Mike Custard. Might this sensor be usable any point in the plumbing? Dave. In a message dated 5/23/2009 10:59:12 A.M. Pacific Daylight Time, cwfmd@yahoo.com writes: We sent off the fuel pump for inspection and overhaul. Due back late next week. Still no causal chain isolated.... Lancair inspected the photos and they believe we have 1/2" lines. Anybody know the best way to access to inspect these lines for both diameter and number of 90 degree turns? As I reviewed the data, it is difficult to determine whether MAP or FF fails first. It occurs to me that some intermittent failure of the turbocharger MAP feedback control might also cause this pattern, though far less likely than FF. On the ground failures, the turbos were spooling up from idle. At FL 220 they were at full power < critical altitude. (anybody know their IV-P crit alt from flt test?) Since vapor lock remains mysterious and we have all this on-board data monitoring capability, I wonder if there's a way to monitor for bubbles in the feedline to the low boost and to the engine driven pump. In monitoring pilots for the bends (space suit prebreathing was used this week on the Hubble Mission), at Brooks AFB, we could early detect micro-bubbles in the blood with ultrasound before the symptoms were experienced by the "astronaut". As the bubbles get bigger you start to see problems as big bubbles lodge in important places like joints, heart, brain etc. Some kind of acoustic or optical detector might give us early warning. Has anyone seen a takeoff mishap attributed to vapor lock? Particularly in the IV or TSIO-550B? Thanks Bill Miller **************A strong credit score is 700 or above. See Yours in Just 2 Easy Steps! (http://pr.atwola.com/promoclk/100126575x1222585033x1201462753/aol?redir=http://www.freecreditreport.com/pm/default.aspx?sc=668072&hmpgID=115&b cd=Maystrongfooter52309NO115) -------------------------------1243113727 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
I have a sensor located in the line after the fuel selector in my IVP= T. This is the line that feeds the center tank from the wing tanks. If the fu= el from selected wing tank is not flowing adequately a light comes on. I'm to= ld the sensor is optical and reacts to air in the line. I think I got this sensor= from Mike Custard. Might this sensor be usable any point in the plumbing?
 
Dave.
 
In a message dated 5/23/2009 10:59:12 A.M. Pacific Daylight Time, cwfmd@yahoo.com writes:
We sent off the fuel pump for inspection and overha= ul. Due back late next week. Still no causal chain isolated....
 Lancair inspected the photos and they believ= e we have 1/2" lines. Anybody know the best way to access to inspect th= ese lines for both diameter and number of 90 degree turns?
 As= I reviewed the data, it is difficult to determine whether MAP or FF= fails first. It occurs to me that some intermittent failure of the turbocharger MAP feedback control might also cause this pattern,= though far less likely than FF. On the ground failures, the turbos were= spooling up from idle. At FL 220 they were at full power < crit= ical altitude.
   (anybody know their IV-P crit alt from= flt test?)
 Since vapor lock remains mysterious and we have al= l this on-board data monitoring capability, I wonder if there's a way to= monitor for bubbles in the feedline to the low boost and to the en= gine driven pump. In monitoring pilots for the bends (space suit prebre= athing was used this week on the Hubble Mission), at Brooks AFB, we could= early detect micro-bubbles in the blood with ultrasound before the sympt= oms were experienced by the "astronaut". As the bubbles get bigger you= start to see problems as big bubbles lodge in important places like join= ts, heart, brain etc. Some kind of acoustic or optical detector might= give us early warning.
 Has anyone seen a takeoff mishap attrib= uted to vapor lock? Particularly in the IV or TSIO-550B?
Thanks
B= ill Miller
A strong credit score is 700 or above. See Yours in Just 2 Easy Steps!<= /B>
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