X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 07 Sep 2013 15:50:33 -0400 Message-ID: X-Original-Return-Path: Received: from col0-omc3-s5.col0.hotmail.com ([65.55.34.143] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTP id 6458483 for lml@lancaironline.net; Sat, 07 Sep 2013 14:13:20 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.55.34.143; envelope-from=peterpawaviation@hotmail.com Received: from COL129-W59 ([65.55.34.137]) by col0-omc3-s5.col0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Sat, 7 Sep 2013 11:12:45 -0700 X-TMN: [aQxRx9Whv0APN9p6wqUu0NFKz3Gqcmd3] X-Originating-Email: [peterpawaviation@hotmail.com] X-Original-Message-ID: X-Original-Return-Path: peterpawaviation@hotmail.com Content-Type: multipart/alternative; boundary="_78d4c6e4-4853-4b9f-90fa-977a40cbf842_" From: PETER WILLIAMS X-Original-To: Lancair Mailing List Subject: MORE more on IVP pressurization X-Original-Date: Sat, 7 Sep 2013 14:12:45 -0400 Importance: Normal In-Reply-To: References: MIME-Version: 1.0 X-OriginalArrivalTime: 07 Sep 2013 18:12:45.0207 (UTC) FILETIME=[D9F06270:01CEABF5] --_78d4c6e4-4853-4b9f-90fa-977a40cbf842_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable J DO YOU HAVE THE ALTITUDE CONTROLLER SET FOR SEA LEVEL? YOOSE GOTS LEAKS have you check the validity of the cabin interior pressure gage? i am not expert in how to trouble shoot the system=2C but here would be my = approach. start: 1. check turbo connections to cabin 2. integrity of valve under the rear seat 3. accuracy of controller and indicators on dash 4. door seal/system (my plane needed re contouring of door jamb) 5. seal at rear of cabin behind the seat (this came loose on my plane and h= ad never been correctly attached) 6. door strut can cause a problem with hinges and the lifting of door by th= e roof (rearrange strut- not yet done in mine) 7. at 14=2C000 feet=2C how many inches of manifold could you show (engine/t= urbo issue) that really is a genaric list of how to proceed=3B but it gives you a sense= of how to break down the problem into solvable problems the work was done by Matthew at Fibercraft in Spruce Creek=2C FLA hope the advise is a help p To: lml@lancaironline.net Date: Fri=2C 6 Sep 2013 11:31:40 -0400 From: jbarrett@carbinge.com Subject: [LML] Re: more on IVP pressurization Peter=2C Have been to 14K so far. I get about 11K cabin pressure. John Fro= m: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of PETER W= ILLIAMS Sent: Friday=2C September 06=2C 2013 4:54 AM To: lml@lancaironline.net Subject: [LML] more on IVP pressurization john have you flown the airplane at altitude? after a bunch of work on sealing my 4P i have a 3=2C800' cabin at 17=2C500 with 32" and 2300rpm i have the altitude set at 1=2C000 feet=3B where it should be if i am ret= urning to sea level peter> To: lml@lancaironline.net > Date: Wed=2C 4 Sep 2013 07:42:10 -0400 > From: 2thman1@gmail.com > Subject: [LML] IVP pressurization >=20 > Having trouble getting my pressurization to work effectively. > I did my best to seal the pressure vessel but never got above .25 PSID wi= th my 6 horse shop vac. Used both pressure and vacuum to check for leaks. N= o smoke but used a down feather and then a stethoscope with tympanic membra= ne removed. Outflow valve is covered during these tests. >=20 > After lots of frustration i hired a guy who has built and/or pressurized = about a dozen IVPs to come take a look. He determined using smoke that ther= e were a couple of slight improvements to be made mostly in the wire bundle= s through the aft pressure bulkhead and after doing this he declared the ve= ssel seal very good.=20 >=20 > So we deduced that maybe the shop vac is not as efficient at blowing air = as I thought=2C but my flying experience with the aircraft is that it doesn= 't do much better than the .25 PSID in flight up to 14.5K ft.=20 >=20 > Wondering why there is inadequate pressurization with a good pressure ves= sel leads to thoughts of outflow valve problems. I bought the device with t= he kit in 1996 so it occurs to me the valve could be dirty or rubber diaphr= agm could be failing=2C etc. I removed the outflow valve yesterday and trie= d to examine the parts. i lubricated the mandrel that the poppet valve slid= es on with a very small spritz of LPS1 lubricant in case there was stiction= there. I did notice that with the poppet valve manually moved to the furth= est closed position the diaphragm still had somewhere around a 1/32" gap at= the seating perimeters. Should the air pressure in flight fill that diaphr= agm to close the gap or does this indicate the valve needs servicing? >=20 > Finally is there a way short of the manual dump switch to keep the system= from pressurizing better than what I see by mismanaging the controller? Am= I just setting the pressurization up wrong? Have only been up to 3=2C000 f= t elevation airports=2C (KRDM) and lower - most at sea level. >=20 > Thanks for any help. >=20 > John Barrett >=20 > Sent from my iPad >=20 > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.ht= ml = --_78d4c6e4-4853-4b9f-90fa-977a40cbf842_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
J

DO YOU HAVE = THE ALTITUDE CONTROLLER SET FOR SEA LEVEL?

YOOSE GOTS LEAKS

have you check the validity of the cabin interior= pressure gage?
i am not expert in how to trouble shoot the sys= tem=2C but here would be my approach.
start:
1. ch= eck turbo connections to cabin2. integrity of valve under the = rear seat
3. accuracy of controller and indicators on dash
4. door seal/system (my plane needed re contouring of door jamb)<= /font>
5. seal at rear of cabin behind the seat (this came loose on m= y plane and had never been correctly attached)
6. door strut ca= n cause a problem with hinges and the lifting of door by the roof (rearrang= e strut- not yet done in mine)7. at 14=2C000 feet=2C how many = inches of manifold could you show (engine/turbo issue)

that really is a genaric list of how = to proceed=3B but it gives you a sense of how to break down the problem int= o solvable problems

the work was done by Matthew at Fibercraft in Spruce Creek=2C FLA=

hope the advise is a he= lp

p

To: lml@lancaironline.net
Date: Fri=2C 6 Sep 2013 11:31:40 -0= 400
From: jbarrett@carbinge.com
Subject: [LML] Re: more on IVP pressu= rization

Peter=2C

 =3B

Have be= en to 14K so far. =3B I get about 11K cabin pressure.

 =3B

John

 =3B

From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = PETER WILLIAMS
Sent: Friday=2C September 06=2C 2013 4:54 AM
To: lml@lancaironline.net
Subject: [LML] more on IVP pressur= ization

 =3B

john

hav= e you flown the airplane at altitude?

after a bunch of work on seali= ng my 4P i have a 3=2C800' cabin at 17=2C500
with 32" and 2300rpm
&nb= sp=3B i have the altitude set at 1=2C000 feet=3B where it should be if i am= returning to sea level

peter

>=3B To: lml@lancaironline.net
>=3B Date: Wed=2C 4 Sep 2013 07:42:10 -= 0400
>=3B From: 2thman1@gmail.com=
>=3B Subject: [LML] IVP pressurization
>=3B
>=3B Havin= g trouble getting my pressurization to work effectively.
>=3B I did my= best to seal the pressure vessel but never got above .25 PSID with my 6 ho= rse shop vac. Used both pressure and vacuum to check for leaks. No smoke bu= t used a down feather and then a stethoscope with tympanic membrane removed= . Outflow valve is covered during these tests.
>=3B
>=3B After l= ots of frustration i hired a guy who has built and/or pressurized about a d= ozen IVPs to come take a look. He determined using smoke that there were a = couple of slight improvements to be made mostly in the wire bundles through= the aft pressure bulkhead and after doing this he declared the vessel seal= very good.
>=3B
>=3B So we deduced that maybe the shop vac is = not as efficient at blowing air as I thought=2C but my flying experience wi= th the aircraft is that it doesn't do much better than the .25 PSID in flig= ht up to 14.5K ft.
>=3B
>=3B Wondering why there is inadequate = pressurization with a good pressure vessel leads to thoughts of outflow val= ve problems. I bought the device with the kit in 1996 so it occurs to me th= e valve could be dirty or rubber diaphragm could be failing=2C etc. I remov= ed the outflow valve yesterday and tried to examine the parts. i lubricated= the mandrel that the poppet valve slides on with a very small spritz of LP= S1 lubricant in case there was stiction there. I did notice that with the p= oppet valve manually moved to the furthest closed position the diaphragm st= ill had somewhere around a 1/32" gap at the seating perimeters. Should the = air pressure in flight fill that diaphragm to close the gap or does this in= dicate the valve needs servicing?
>=3B
>=3B Finally is there a w= ay short of the manual dump switch to keep the system from pressurizing bet= ter than what I see by mismanaging the controller? Am I just setting the pr= essurization up wrong? Have only been up to 3=2C000 ft elevation airports= =2C (KRDM) and lower - most at sea level.
>=3B
>=3B Thanks for a= ny help.
>=3B
>=3B John Barrett
>=3B
>=3B Sent from m= y iPad
>=3B
>=3B --
>=3B For archives and unsub htt= p://mail.lancaironline.net:81/lists/lml/List.html

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